Internally adjustable modular single battery systems for power systems

ABSTRACT

Single, internally adjustable modular battery systems are provided, for handling power delivery from and to various power systems such as electric vehicles, photovoltaic systems, solar systems, grid-scale battery energy storage systems, home energy storage systems and power walls. Batteries comprise a main fast-charging lithium ion battery (FC), configured to deliver power to the electric vehicle, a supercapacitor-emulating fast-charging lithium ion battery (SCeFC), configured to receive power and deliver power to the FC and/or to the EV and to operate at high rates within a limited operation range of state of charge (SoC), respective module management systems, and a control unit. Both the FC and the SCeFC have anodes based on the same anode active material and the control unit is configured to manage the FC and the SCeFC and manage power delivery to and from the power system(s), to optimize the operation of the FC.

CROSS REFERENCE TO RELATED APPLICATIONS

This application is a continuation in part of U.S. patent applicationSer. No. 15/783,586, filed on Oct. 13, 2017, which is a continuation inpart of U.S. patent application Ser. No. 15/287,292, filed on Oct. 6,2016, and entitled “SYSTEMS AND METHODS FOR ADAPTIVE FAST-CHARGING FORMOBILE DEVICES AND DEVICES HAVING SPORADIC POWER-SOURCE CONNECTION”,which is a continuation-in-part U.S. patent application Ser. No.14/675,771, filed on Apr. 1, 2015, and entitled “SYSTEMS AND METHODS FORADAPTIVE FAST-CHARGING FOR MOBILE DEVICES AND DEVICES HAVING SPORADICPOWER-SOURCE CONNECTION”, which claims the benefit of U.S. ProvisionalPatent Application No. 61/976,551 filed Apr. 8, 2014; U.S. patentapplication Ser. No. 15/287,292 further claims the benefit of U.S.Provisional Patent Application No. 62/238,515 filed Oct. 7, 2015;further, U.S. patent application Ser. No. 15/783,586 is a continuationin part of U.S. patent application Ser. No. 15/582,066, filed on Apr.28, 2017, and entitled “SUPERCAPACITOR-EMULATING FAST-CHARGING BATTERIESAND DEVICES”, which claims the benefit of U.S. Provisional PatentApplication No. 62/434,432, filed on Dec. 15, 2016; U.S. patentapplication Ser. No. 15/783,586 is also a continuation in part of U.S.patent application Ser. No. 15/678,143, filed Aug. 16, 2017, which is acontinuation in part of U.S. patent application Ser. No. 15/287,292,filed on Oct. 6, 2016, and entitled “SYSTEMS AND METHODS FOR ADAPTIVEFAST-CHARGING FOR MOBILE DEVICES AND DEVICES HAVING SPORADICPOWER-SOURCE CONNECTION”, which is a continuation-in-part U.S. patentapplication Ser. No. 14/675,771, filed on Apr. 1, 2015, and entitled“SYSTEMS AND METHODS FOR ADAPTIVE FAST-CHARGING FOR MOBILE DEVICES ANDDEVICES HAVING SPORADIC POWER-SOURCE CONNECTION”, which claims thebenefit of U.S. Provisional Patent Application No. 61/976,551 filed Apr.8, 2014; U.S. patent application Ser. No. 15/287,292 further claims thebenefit of U.S. Provisional Patent Application No. 62/238,515 filed Oct.7, 2015; all of which are incorporated herein by reference in theirentireties.

BACKGROUND OF THE INVENTION 1. Technical Field

The present invention relates to the field of energy storage, and moreparticularly, to modular battery applications for power systems, usingfast-charging batteries.

2. Discussion of Related Art

Supercapacitors, also known as ultracapacitors, are capacitors with highcapacitance which are used to provide electric energy bursts, i.e.,short term high energy pulses. In these applications, supercapacitorsare superior to batteries in their ability to deliver much more chargeat a shorter time and in their ability to undergo many more charging anddischarging cycles. The superior performance in these respects is due tothe fact that the operation of supercapacitors is based on electrostaticenergy storage while the operation of batteries is based onelectrochemical redox reactions, which are generally slower and causemore electrode degradation over time. Supercapacitors are designed invarious ways, such as double layer supercapacitors (e.g., electricdouble-layer capacitors (EDLC)), pseudocapacitors, hybrid capacitorsetc.

There is a direct relation between the supercapacitor's physical size tothe charge it can store and the energy it can deliver. Typicalsupercapacitors range from 0.001 Wh of stored energy for dimensions inthe scale (order of magnitude) of 1 cm, weight of 1 gr and maximalcurrent of 0.5-1 A (rated capacitance 1F) to 4 Wh of stored energy fordimensions in the scale (order of magnitude) of 10 cm, weight of 500 grand maximal current reaching 2000A with continuous currents reaching200A (rated capacitance 3000F). Larger supercapacitors are made ofmultiple supercapacitor units to store and deliver larger energyratings.

SUMMARY OF THE INVENTION

The following is a simplified summary providing an initial understandingof the invention. The summary does not necessarily identify key elementsnor limit the scope of the invention, but merely serves as anintroduction to the following description.

One aspect of the present invention provides a single battery systemcomprising: (i) a main fast-charging lithium ion module (FC module),configured to deliver power to and/or from an energy system, (ii) a FCmodule management system configured to manage power delivery from the FCmodule, (iii) a supercapacitor-emulating fast-charging lithium ionmodule (SCeFC module), configured to receive power and to deliver powerto the energy system and/or to the FC module, (iv) a SCeFC modulemanagement system configured to manage power delivery to and from theSCeFC module, and (v) a control unit configured to control the FC modulemanagement system and the SCeFC module management system with respect topower delivery from the SCeFC module to the FC module and/or to theenergy system according to specified criteria. Both the FC and the SCeFChave anodes based on the same anode active material, the SCeFC isconfigured to be operable at a maximal charging rate of at least 5 C andwithin an operation range of 5% at most around a working point ofbetween 60-80% lithiation of the anode active material, and the SCeFCmodule management system is configured to maintain a state of charge(SoC) of the SCeFC within the operation range around the working point.

These, additional, and/or other aspects and/or advantages of the presentinvention are set forth in the detailed description which follows;possibly inferable from the detailed description; and/or learnable bypractice of the present invention.

BRIEF DESCRIPTION OF THE DRAWINGS

For a better understanding of embodiments of the invention and to showhow the same may be carried into effect, reference will now be made,purely by way of example, to the accompanying drawings in which likenumerals designate corresponding elements or sections throughout.

In the accompanying drawings:

FIG. 1A is a high level schematic illustration of a device whichemulates a supercapacitor using a modified fast-charging battery,according to some embodiments of the invention.

FIG. 1B is a high level schematic illustration ofsupercapacitor-emulating fast-charging battery and its configuration,according to some embodiments of the invention.

FIG. 2 is a high level schematic illustration of a power train of anelectric vehicle, according to some embodiments of the invention.

FIGS. 3A-3C are high level schematic illustration of systemconfigurations, operation algorithms and examples of the power train ofthe electric vehicle, according to some embodiments of the invention.

FIG. 4 is a high level schematic illustration of the power train of theelectric vehicle, according to some embodiments of the invention.

FIGS. 5A-5C are high level schematic illustration of systemconfigurations, operation algorithms and examples of power trains ofelectric vehicles, according to some embodiments of the invention.

FIG. 6A illustrates schematically a high-level flowchart of an algorithmfor optimizing module sizes of FC and SCeFC of the power train in thevehicle, according to some embodiments of the invention.

FIG. 6B is a high level schematic illustration of power trains andoperation modes thereof, according to some embodiments of the invention.

FIG. 7A is a high level schematic illustration of power trains having FCand SCeFC modules, respectively, implemented in a single battery,according to some embodiments of the invention.

FIG. 7B is an illustration of highly schematic power supply profiles,according to some embodiments of the invention.

FIG. 7C is a conceptual high-level illustration of power supply anddemand allocation by controls between the SCeFC and the FC, according tosome embodiments of the invention.

FIG. 8 is a high level schematic flowchart illustrating a method ofemulating a supercapacitor by a fast-charging battery, according to someembodiments of the invention.

FIG. 9A is a high level schematic illustration of various anodeconfigurations, according to some embodiments of the invention.

FIG. 9B is a high level schematic illustration of partial lithiation andmechanical barriers for lithiation of the anode material particles,according to some embodiments of the invention.

FIGS. 10A-10C are high level schematic illustrations relating to theselection of working point and narrow operation range, according to someembodiments of the invention.

DETAILED DESCRIPTION OF THE INVENTION

In the following description, various aspects of the present inventionare described. For purposes of explanation, specific configurations anddetails are set forth in order to provide a thorough understanding ofthe present invention. However, it will also be apparent to one skilledin the art that the present invention may be practiced without thespecific details presented herein. Furthermore, well known features mayhave been omitted or simplified in order not to obscure the presentinvention. With specific reference to the drawings, it is stressed thatthe particulars shown are by way of example and for purposes ofillustrative discussion of the present invention only, and are presentedin the cause of providing what is believed to be the most useful andreadily understood description of the principles and conceptual aspectsof the invention. In this regard, no attempt is made to show structuraldetails of the invention in more detail than is necessary for afundamental understanding of the invention, the description taken withthe drawings making apparent to those skilled in the art how the severalforms of the invention may be embodied in practice.

Before at least one embodiment of the invention is explained in detail,it is to be understood that the invention is not limited in itsapplication to the details of construction and the arrangement of thecomponents set forth in the following description or illustrated in thedrawings. The invention is applicable to other embodiments that may bepracticed or carried out in various ways as well as to combinations ofthe disclosed embodiments. Also, it is to be understood that thephraseology and terminology employed herein is for the purpose ofdescription and should not be regarded as limiting.

Unless specifically stated otherwise, as apparent from the followingdiscussions, it is appreciated that throughout the specificationdiscussions utilizing terms such as “processing”, “computing”,“calculating”, “determining”, “enhancing”, “deriving”, “monitoring”,“managing” or the like, refer to the action and/or processes of acomputer or computing system, or similar electronic computing device,that manipulates and/or transforms data represented as physical, such aselectronic, quantities within the computing system's registers and/ormemories into other data similarly represented as physical quantitieswithin the computing system's memories, registers or other suchinformation storage, transmission or display devices.

Electric vehicles (EVs), power trains and control units and methods areprovided. Power trains comprise a main fast-charging lithium ion batterymodule (FC), configured to deliver power to the electric vehicle, asupercapacitor-emulating fast-charging lithium ion battery module(SCeFC), configured to receive power (e.g., from charging and/or EVregenerative braking) and deliver power to the FC and/or to the EV, anda control unit. Both the FC and the SCeFC have anodes based on the sameanode active material (providing a significant advantage with respect toproduction and maintenance, e.g., anodes with Si, Ge, Sn and/or lithiumtitanate-based anode active material), and the SCeFC is configured tooperate at high rates within a limited operation range of state ofcharge (SoC) (e.g., operate at least at a maximal charging and/ordischarging rate of 5 C, or possible 10 C or 50 C) within an operationrange of 5% at most around a working point of between 60-80% lithiationof the anode active material), maintained by the control unit, which isfurther configured to manage the FC and the SCeFC with respect to powerdelivery to and from the EV, respectively, and manage power deliveryfrom the SCeFC to the FC according to specified criteria that minimize adepth of discharge and/or a number of cycles of the FC. Modules FC andSCeFC may be implemented as separate batteries or as a single battery inwhich internal modules and/or cell stack are operatively controlled asFC or as SCeFC according to the principles disclosed herein. Any of thefollowing embodiments may be implemented as separate battery(ies) and/oras one or more battery modules.

Methods and supercapacitor-emulating fast-charging batteries are alsoprovided. Methods comprise configuring a fast-charging battery toemulate a supercapacitor with given specifications (e.g., to provide theSCeFC) by operating the fast-charging battery only within a partialoperation range which is defined according to the given specificationsof the supercapacitor and is smaller than 20%, possibly 5% or 1%, of afull operation range of the fast-charging battery. The full operationrange may be defined as any of (i) 0-100% state of charge (SoC) of thebattery, (ii) potential 0-100% state of charge (SoC) of the anodematerial from which the battery is prepared (in case there aremechanical structures that limit the lithiation of the anode activematerial, as discussed below), (iii) the nominal capacity of the batteryand/or equivalent definitions. Devices are provided, which comprisecontrol circuitry and a modified fast-charging lithium ion batteryhaving Si (silicon), Ge (germanium), Sn (tin) and/or LTO (lithiumtitanate)-based anode active material and designed to operate at 5 C atleast and within a range of 5% at most around a working point of between60-80% lithiation of the Si, Ge, Sn and/or LTO-based anode activematerial, wherein the control circuitry is configured to maintain theSoC of the battery within the operation range around the working point.

Single, internally adjustable modular battery systems are provided, forhandling power delivery from and to various power systems such aselectric vehicles, photovoltaic systems, solar systems, grid-scalebattery energy storage systems, home energy storage systems and powerwalls. The single batteries comprise a main fast-charging lithium ionmodule (FC module), configured to deliver power to and/or from an energysystem, a FC module management system configured to manage powerdelivery from the FC module, a supercapacitor-emulating fast-charginglithium ion module (SCeFC module), configured to receive power and todeliver power to the energy system and/or to the FC module, a SCeFCmodule management system configured to manage power delivery to and fromthe SCeFC module, and a control unit configured to control the FC modulemanagement system and the SCeFC module management system with respect topower delivery from the SCeFC module to the FC module and/or to theenergy system according to specified criteria; wherein: both the FC andthe SCeFC have anodes based on the same anode active material, the SCeFCis configured to be operable at a maximal charging rate of at least 5 Cand within an operation range of 5% at most around a working point ofbetween 60-80% lithiation of the anode active material, and the SCeFCmodule management system is configured to maintain a state of charge(SoC) of the SCeFC within the operation range around the working point.

It is noted that while examples below relate to electric vehicles as atypical power system, disclosed embodiments may be likewise applied toany of photovoltaic systems, solar systems, grid-scale battery energystorage systems, home energy storage systems and power walls.Corresponding adjustments comprise energy production profiles ofrespective power systems to replace incoming energy from the electricvehicle and energy consumption profiles of respective power systems toreplace energy requirements of the electric vehicle.

FIG. 1A is a high level schematic illustration of a device 100 whichemulates a supercapacitor 90 using a modified fast-charging battery100A, according to some embodiments of the invention. Device 100 maycomprise modified fast-charging battery 100A configured to enable fastcharging as explained below, and to operate within a narrow operationrange 105 around a working point 115 as configured in configurationstages 210 disclosed below. Modified fast-charging battery 100A may beoptimized to operate as part of device 100 and with respect to narrowoperation range 105 and working point 115, as disclosed below. Device100 may be used in power trains for EVs as SCeFC 100, described below(see e.g., FIG. 2).

Device 100 may further comprise a control unit 106 configured to operatemodified fast-charging battery 100A within narrow operation range 105around working point 115 to provide an output 95 which is equivalent tothe output expected from corresponding supercapacitor 90 and/oraccording to given supercapacitor specifications 94, e.g., with respectto performance (e.g., currents, cycle life, capacity, etc.) anddimensions (e.g., size, weight) of corresponding supercapacitor 90.Device 100 may be designed to emulate any given supercapacitor 90 and/orany given supercapacitor specifications 94, as explained below.Different configurations of device 100 may be used to emulatecorresponding different supercapacitors 90.

Control unit 106 may comprise various electronic components (e.g.,diodes, switches, transistors etc.) as circuit elements configured todetermine working point 115 and prevent charging and/or dischargingmodified fast-charging battery 100A outside a specified voltage rangecorresponding to operating range 105. For example, control circuitry 106may comprise circuit elements (e.g., diodes, switches, transistors etc.)configured to prevent a charging current from reaching modifiedfast-charging battery 100A except in operation range 105 around workingpoint 115.

Control circuit 106 may be configured to operate modified fast-chargingbattery 100A at narrow operation range 105 around working point 115,according to configuration parameters 230 such as thecharging/discharging rate, dimension and other performance parameters offast charging battery 100A determined with respect to the emulatedsupercapacitor 94, as disclosed below. In certain embodiments, thecharging/discharging rate may be adjusted by selecting the working pointat a specific SoC with respect to a given C-rate of the battery (seealso FIG. 6A).

It is emphasized that the disclosed invention enables configuration ofappropriate modified fast-charging battery 100A and/or device 100 forany given supercapacitor specifications, by configuring the dimensionsof modified fast-charging battery 100A and the performance of modifiedfast-charging battery 100A and/or device 100 correspondingly.

The inventors have found out that for any given supercapacitorspecifications, corresponding modified fast-charging battery 100A and/ordevice 100 may indeed be designed to emulate the given supercapacitor.Examples for given supercapacitor specifications include, e.g., any of:(i) rated capacitance 1F, stored energy 0.001 Wh, volume of ca. 1 cm³,weight of 1 gr and maximal continuous current of 0.5-1 A (depending onconditions); (ii) rated capacitance 10F, stored energy 0.01 Wh, volumeof 3 cm², weight of 3-4 gr and maximal continuous current of 2-4 A(depending on conditions); (iii) rated capacitance 100F, stored energy0.1 Wh, volume of ca. 10 cm³, weight of 20-25 gr and maximal continuouscurrent of 5-15 A (depending on conditions); (iv) rated capacitance300-600F, stored energy 0.3-0.8 Wh, volume of ca. 20-30 cm³, weight of50-150 gr and maximal continuous current of 20-90 A (depending onconditions); (v) rated capacitance 1500F, stored energy 1.5 Wh, volumeof ca. 50-60 cm³, weight of ca. 300 gr and maximal continuous current of80-150 A (depending on conditions); (vi) rated capacitance 3000-4000F,stored energy 3-4 Wh, volume of ca. 100 Cm³, weight of cal 500 gr andmaximal continuous current of 130-200 A (depending on conditions); aswell as larger supercapacitors and packs of supercapacitors, which maybe emulated by modified fast-charging batteries 100A and/or devices 100,and/or packs thereof. The inventors have found out that modifiedfast-charging battery 100A and/or device 100 may be configured toreplace any of the examples of supercapacitors listed above, and provideequivalent or even superior performance with respect to the givensupercapacitor specifications.

It is noted that modified fast-charging battery 100A and/or device 100may be used in a variety of applications where a supercapacitor is used,to replace the supercapacitor by equivalent modified fast-chargingbattery 100A and/or device 100 with respect to performance,specifications and physical dimensions. For example, modifiedfast-charging battery 100A and/or device 100 may be configured toemulate large supercapacitors (see examples above) and be integrated assuch into an electrical power grid (alone or in an array of suchdevices) to smooth out spikes in energy demand. In another example,modified fast-charging battery 100A and/or device 100 may be configuredto emulate small supercapacitors (see examples above) and be included inconsumer electronics devices to ensure an even power supply for thedevice. In certain embodiments, modified fast-charging battery 100Aand/or device 100 may be particularly advantageous with respect to theemulated supercapacitors in use cases which requires many shortoperation cycles, such as wireless sensors. As supercapacitors typicallyhave a low energy density and high leakage currents, such scenariostypically exhaust supercapacitors quickly, while the much larger energydensity and low leakage currents characterizing modified fast-chargingbattery 100A and/or device 100 may enable a much more extended operationof devices in such use cases.

FIG. 1B is a high level schematic illustration ofsupercapacitor-emulating fast-charging battery 100A and itsconfiguration, according to some embodiments of the invention. FIG. 8 isa high level schematic flowchart illustrating a method 200 of emulatinga supercapacitor by a fast-charging battery and using the emulatedsupercapacitor in the power train of the electric vehicle, according tosome embodiments of the invention. The method stages may be carried outwith respect to battery 100. Method 200 may comprise stages forproducing, preparing and/or using battery 100 and the power train,irrespective of their order. FIGS. 10A-10C are high level schematicillustrations relating to the selection of working point 115 and narrowoperation range 105, according to some embodiments of the invention.FIGS. 10A, 10B illustrate schematically charging and discharging graphs,respectively and FIG. 10C illustrates an example for an optimal workingwindow for selecting working point 115, as explained below.

As illustrated schematically in FIG. 1B, supercapacitors 90 arecharacterized by fast-charging rates typically having a charging timerange of 2-20 sec, for the range of supercapacitors 90 presented in theBackground of the Invention), full discharge in operation, highdelivered currents (up to hundreds of amperes of continuous current persingle supercapacitor unit) and operability over a large number ofcycles (10⁵-10⁶ cycles). However, supercapacitors 90 typically sufferfrom relatively high self-discharge rates (leakage currents of about1-3% of the maximal continuous current). Moreover, while the powerdensity of supercapacitors 90 may be higher than the power density oflithium ion batteries, the energy density of lithium ion batteries issignificantly larger (typically by several orders of magnitude) than theenergy density of supercapacitors 90.

Charge and discharge rate are conventionally measured with respect tobattery capacity (typically in terms of the ratio between the respectivecurrent and the capacity). Thus, a charging rate of C means that abattery will reach nominal capacity in one hour of charging. Likewise, a1C discharge rate means that a battery will deplete fully in 1 hour. Asused herein, “fast charge” refers to a maximal charging rate of 5 C orgreater.

Advantageously, fast-charging batteries (e.g., batteries configured tooperate at a charge rate of at least about 5 C, and in embodiments at arate of about 15 C to about 50 C and a discharge rate in embodiments ofabout 5 C) have low self-discharge rates (e.g., about 10% of the leakagecurrent of a comparable supercapacitor), higher working potentials,shorter charging times and higher energy densities—which provide asignificant advantage over supercapacitors 90. Fast charging lithium ionbatteries that may be configured to emulate a supercapacitor accordingto the invention may be of any construction now known or hereafterdeveloped, including those with metalloid-based anodes, as described inU.S. Pat. No. 9,472,804, which is incorporated by reference.

However, prior art fast-charging batteries typically provide lowercurrents (typically 1-10% of the continuous currents provided by acomparable supercapacitor) and operate for a smaller number of cycles(typically 10³ cycles) supercapacitors 90, which typically providehigher currents and operate for a larger number of cycles (typically10⁵-10⁶ cycles).

Surprisingly, the inventors have figured out a way to emulatesupercapacitors 90 by fast-charging batteries 100, thereby retaining theintrinsic advantages of fast-charging batteries while overcoming theprior art limitations and drawbacks of fast-charging batteries comparedto supercapacitors 90.

Method 200 comprises configuring devices 100 and/or modifiedfast-charging battery 100A to emulate supercapacitor 90 with givenspecifications by operating the fast-charging battery only within anarrow partial operation range 105 around working point 115, which isdefined according to the given specifications of supercapacitor 90 andis smaller than 20% of the full operation range of the fast-chargingbattery (see above). Partial operation range 105 may be determinedaccording to the required performance and may be 20%, 10%, 5%, 1% or anyother partial range of the full operation range of the lithium ionbattery.

In certain embodiments, fast-charging battery 100A may be modified to becharged and discharged only over narrow operation range 105 aroundworking point 115 or over a range including narrow operation range 105,but not over the full operation range of an unmodified fast-chargingbattery. For example, modified battery 100A may be designed to allowonly small ranges of expansion of anode material particles 110 (seeFIGS. 9A and 9B below and subsequent disclosure) and therefore not beoperable as a regular lithium ion battery over a wide range of chargingstates.

Method 200 may be used to provide devices 100 and/or modifiedfast-charging batteries 100A which emulate a wide range ofsupercapacitors 90, at a corresponding wide range of operationspecifications, as well as using the emulated supercapacitor in thepower train of the EV. Fast-charging batteries 100A may be configured toemulate corresponding supercapacitors 90 with respect to differentperformance requirements, such as a same continuous current requirement,a same weight requirement, a same dimensions requirement and so forth,adjusting the unrestricted parameters of fast-charging battery 100A toemulate specific supercapacitor 90 using only partial operation range105 of fast-charging battery 100A to equal the performance of specificsupercapacitor 90. In certain embodiments, fast-charging batteries 100Amay be configured to emulate supercapacitors 90 within a performanceenvelope defined by the given specifications, possibly without havingany specific identical parameters (such as current or dimension). Theperformance envelope may be defined in terms of one or more of theparameters listed below and/or in terms of any combination thereof.Embodiments of modifications of fast-charging batteries 100A andconfigurations of devices 100 and control circuitry 106 are disclosedbelow.

Without being bound by theory, the inventors suggest that operatingmodified fast-charging batteries 100A over a partial operation range 105enables larger continuous currents to be provided because only a smallportion of the whole charging or discharging curve is utilized (seeschematic illustration of a charging curve in FIG. 1B) and increases thenumber of cycles as in each cycle different areas of battery 100A areactually operative (see schematic illustration by the checkering ofbattery 100A in FIG. 1B) and therefore battery 100A in the disclosedoperation mode can sustain a number of cycles which is, e.g., two tothree orders of magnitudes larger than a typical battery operated overits full range—thereby bridging the gap to supercapacitors 90.

The following notation and units are used to denote the parameters ofsupercapacitors 90 (using the subscript SC for “supercapacitor”, e.g.,E_(SC)) and fast-charging batteries 100A (using the subscript FCB, e.g.,E_(FCB)).

Energy parameters: The stored energy is denoted by E (Wh), andgravimetric and volumetric energy densities are denoted by E_(g) (Wh/kg)and E_(v) (Wh/l), respectively. The power density is denoted by P(W/kg).

Physical dimensions: The typical dimensions are characterized herein, ina non-limiting manner, by the unit's volume denoted by d (cm³) and theweight is denoted by w (gr).

Performance parameters: The rated voltage is denoted by V (V), themaximal continuous current is denoted by I (A) and the charging time isdenoted by t (1/C rate, e.g., for 50 C, t= 1/50 in hours, with the Crate, or C ratio, being the charging or discharging current divided bythe capacity).

Operation parameter: Partial operation range 105 in which fast-chargingbattery 100A is operated to emulate a given supercapacitor 90 is denotedby SoC (state of charge, %), e.g., in case fast-charging battery 100A isoperated only at 2% of the total charging/discharging range offast-charging battery 100A, then SoC=2% (see examples below).

Equations 1 present the relations between these parameters, which arevalid for both supercapacitors 90 and fast-charging batteries 100A.

E=E _(g) ·w=E _(v) ·d=V·I·t/3600 and P=V·I/w  Equations 1

Non-limiting examples for these parameters are presented above.It is noted that, as expressed in Equations 1, the charging/dischargingtime in seconds may be defined as t=E·3600/(V·I).

In order to emulate given supercapacitor 90 by fast-charging battery100A, first their physical dimensions (e.g., sizes or weight) andperformance parameters may be brought into approximate conformation(illustrated in FIG. 1B as configuration 210), depending on the exactperformance requirements. For example, if a given continuous current isrequired, the physical dimensions of fast-charging battery 100A andpossibly the charging/discharging rate may be adjusted (illustrated inFIG. 1B by adjustments 210 and 225, respectively). In another example,if given dimensions are required (e.g., at least of a weight and a sizedimension), the charging/discharging rate may be adjusted (illustratedin FIG. 1B by adjustment 225) and in both cases partial operation range105 is adjusted (illustrated in FIG. 1B by adjustment 230) in order toprovide the required performance. See also FIG. 6A for additionalconfiguration principles 360.

For example, when given requirement I_(FCB)=I_(SC), the equationE=V·I·t/3600 from Equations 1 may be used to calculate the requiredstored energy E_(FCB) in fast-charging battery 100A and partialoperation range 105 may be determined by the ratio betweenE_(SC)/E_(FCB) to emulate supercapacitor 90 by fast-charging battery100A. In some embodiments, energy storage E_(FCB) may be traded off withrespect to battery dimensions d_(FCB), w_(FCB) to adjust batteryparameter.

In another example, when given requirement w_(FCB)=w_(SC), the equationE=VI/t from Equations 1 may be used to calculate the required currentI_(FCB) and/or charging time t_(FCB) in fast-charging battery 100A andpartial operation range 105 may be determined by the ratio betweenE_(SC)/E_(FCB) to emulate supercapacitor 90 by fast-charging battery100A.

Tables 1 and 2 provide examples of configurations of fast-chargingbattery 100A at two extremes of the range of parameter specifications ofsupercapacitors 90.

TABLE 1 Configuration of fast-charging battery at two extremesupercapacitor specifications, denoted as small and largesupercapacitors 90, under condition of same stored energy. SmallFast-charging Large Fast-charging supercapacitor 90 battery 100Asupercapacitor 90 battery 100A Stored energy 0.001 Wh 3.04 WhGravimetric 0.9 Wh/kg 0.9 Wh/kg 6 Wh/kg 11.8 Wh/kg energy densityVolumetric 1.7 Wh/l 3.6 Wh/l 7.7 Wh/l 43.4 Wh/l energy density Power2,400 W/kg 2,500 W/kg 12,000 W/kg 8,500 W/kg Rated voltage 2.7 V 3.35 V2.7 V 3.35 V Maximal 0.7 A 0.8 A 210 A 600 A continuous currentDimensions 12 mm · 8 mm 0.4 mm · 6.25 cm² 138 mm · 60.4 mm 84 mm · 80cm² Volume 0.6 cm³ 0.3 cm3 395 Cm³ 70 cm³ Weight 1.1 g 1.1 g 510 g 260 gESR* 700 mOhm 0.29 mOhm Charging time** 1.9 sec 1.2 sec 19.3 sec 5 sec

Table 1 illustrates, in non-limiting examples, the ability to emulatesupercapacitors 90 at two extrema of their range of configurations bycorresponding fast-charging batteries 100A, which achieve similar oreven superior performance.

TABLE 2 Configuration of fast-charging batteries for different types ofrequirements, at two extreme supercapacitor specifications. Smallsupercapacitor Large supercapacitor Requirement: Fixed current Fixedweight Fixed current Fixed weight Charging 50 C@2% 50 C@1.7% 50 C@22% 50C@3.6% speed and % discharge Stored energy 0.046 Wh 0.056 Wh 13.86 Wh85.46 Wh Gravimetric 50 Wh/kg 50 Wh/kg 170 Wh/kg 170 Wh/kg energydensity Volumetric 200 Wh/l 200 Wh/l 600 Wh/l 600 Wh/l energy densityPower 2,500 W/kg 2,500 W/kg 8,500 W/kg 8,500 W/kg Rated voltage 3.35 V3.35 V 3.35 V 3.35 V Maximal 0.7 A 0.8 A 210 A 1180 A continuous currentDimensions 3.6 mm · 0.55 cm², or 5.4 mm · 0.55 cm², or 84 mm · 160 Cm²0.3 mm · 6.25 cm² 0.45 mm · 6.25 cm² Volume 0.2 cm³ 0.3 cm³ 140 Cm³Weight 0.9 g 1.1 g 110 g 510 g ESR ~100 mOhm ~100 mOhm ~0.5 mOhm ~0.1mOhm

Table 2 illustrates, in non-limiting examples, the ability to emulatesupercapacitors 90 at two extrema of their range of configurations andaccording to different specifications requirements, by correspondingfast-charging batteries 100A, which achieve similar or even superiorperformance.

Certain embodiments comprise control circuitry 106 of fast-chargingbattery 100A which is configured to provide the respective specifiedcurrent and operate fast-charging battery 100A only within limiteddischarging range 105.

In the disclosed power train embodiments, two operatively differenttypes of battery modules are provided, one type (fast charging module)which is configured to provide continuous power demands (having highenergy density) of the EV (or other power system) and another type(supercapacitor emulation module) which is configured to handle powerbursts (having high power density) such as by providing power bursts andreceiving power bursts.

FIG. 2 is a high level schematic illustration of a power train 300 of anelectric vehicle (EV) 301, according to some embodiments of theinvention. Power train 300 of electric vehicle 301 (such as, asnon-limiting examples, electric cars, electric trucks, electric buses,electric motorcycles, electric off-highway vehicles, electric forkliftsetc.) may comprise a main fast-charging lithium ion module (FC) 320,configured to deliver power 301B to EV 301 (represented schematically asvehicle systems, such as vehicle systems providing power and vehiclesystems receiving power, denoted 302A, 302B, respectively, in FIG. 3A),supercapacitor-emulating fast-charging lithium ion module (SCeFC) 100,configured to deliver power 310 to FC 320 and receive recuperated power301A (e.g., from regenerative braking) from EV 301. It is noted that inany of the disclosed embodiments, while examples below relate toelectric vehicles as a typical power system, disclosed embodiment, EV301 may be replaced by any of various power systems, such asphotovoltaic systems, solar systems, grid-scale battery energy storagesystems, home energy storage systems and power walls. Energy receivedfrom EV 301 and energy provided to EV 301 may correspondingly bereplaced by energy received from the corresponding power system andenergy provided to the corresponding power system.

In general, in embodiments corresponding to such scenario, power train300 is configured to allocate SCeFC 100 to use recuperated energy tominimize a depth of discharge (DoD) of FC 320, by using any availableenergy from recuperation to charge FC 320. As DoD affects lifetime in anon-linear manner (linear increases in DoD degrade the lifetime inaccelerated manner, see below), the inventors may optimize the tradeoffbetween the number of charging/discharging cycles applied to FC 320 andthe DoD that FC 320 experiences (see e.g., FIG. 6A).

Both FC 320 and SCeFC 100 may have anodes 108 with Si (silicon), Ge(germanium), Sn (tin) and/or LTO (lithium titanium oxide, lithiumtitanate)-based anode active material 110 (and/or 110A, 110B, 115, seeFIGS. 9A, 9B below), possibly providing power train 300 based on asingle type of anode material.

SCeFC 100 may be configured to operate at 5 C at least and withinoperation range 105 of 5% at most around working point 115 of between60-80% lithiation of the Si, Ge, Sn and/or LTO-based anode activematerial 110 (and/or 110A, 110B, 115).

Power train 300 may further comprise a control unit 330 configured tomaintain a state of charge (SoC) of SCeFC 100 within operation range 105around working point 115, manage FC 320 and SCeFC 100 with respect topower delivery to and from vehicle 301, denoted schematically 301B and301A respectively, and manage power delivery 310 from SCeFC 100 to FC320 according to specified criteria that minimize a depth of dischargeof FC 320. For example, FC 320 may be associated with FC batterymanagement system (FC BMS) 322 and SCeFC 100 may be associated withSCeFC battery management system (SCeFC BMS) 106A, possibly comprisingcontrol circuitry 106. It is noted that FC BMS 322 and SCeFC BMS 106Aare configured to manage respective FC and SCeFC modules, which may beimplemented both in a single battery or in two or more separatebatteries, as explained below. In single battery implementations, FC BMS322 and SCeFC BMS 106A may be configured to manage respective FC andSCeFC modules in the single batteries.

Advantageously, while FC 320 provides high energy density in power train300, SCeFC is 100 configured, as described above, to provide high powerdensity to power train 300, to complement FC 320 in operating powertrain 300 of EV 301.

Advantageously, SCeFC 100 may be configured to buffer multiple energyinputs 301A from vehicle systems 301, which are irregular in extent andtiming, and provide regulated power 310 to FC 320 in correspondence tothe optimal operation thereof. As SCeFC 100 may be configured to beoperable over a very large number of cycles (e.g., 10,000's cycles, asexplained and demonstrated above), SCeFC 100 can withstand the erraticenergy inputs 301A without reduction of the cycle lifetime of powertrain 300. Moreover, as the actual capacity of SCeFC 100 is much higherthan its operation range 105, it may also be used to receive peaks ofpower 301A and thereby increase the extent and efficiency of energyrecuperation, as exemplified in Table 3 below. The combination of FC 320and SCeFC 100 in disclosed embodiments may therefore extend the cyclelifetime of power train 300 beyond the cycle lifetime of FC 320 (asSCeFC 100 buffers much of the cycling), for example two-fold, three-foldor even ten-fold. e.g., from hundreds of cycles for FC 320 to thousandsof cycles for power train 300 (or, in various embodiments, from 300-500cycles for FC 320 to 600-2000 cycles for power train 300). Alternativelyor complementarily, power train 300 may provide increased capacityand/or larger recuperation extent and efficiency than FC 320 operated byitself. Alternatively or complementarily, power train 300 may improvecost and/or size parameters, as explained in the examples above forSCeFC 100 alone and as illustrated for power train 300 in Table 3 below.

Table 3 presents a schematic, non-limiting comparison of power trainsfor electric vehicles. The power trains are compared under variousassumptions: The first three columns present parameters for singlebattery module solutions, with current lithium ion batteries (firstcolumn) and with fast charging batteries (second and third columns)based on disclosed anodes 108 with Si, Ge and/or Sn-based anode activematerial 110 (and/or 110A, 110B, 115, see FIGS. 9A, 9B below, and/orpossibly alternative anode active material for fast charging batteriessuch as lithium titanate, LTO). For all solutions an average energyconsumption of 17.5 kWh per hour is assumed.

The first three single battery module solutions receive power 301A aswell as provide power 301B from and to vehicle systems 301,respectively, as single battery module solutions. The first and secondcolumns assume 100 kWh battery packs, while the third column assumes a80 kWh battery pack, which is configured to provide similar range anddriving time as the first column solution (prior art Li ion battery).Both fast charging battery alternatives provide higher energyrecuperation through their ability to be fast charged, and thereforeability to receive and deliver more energy than slow charging prior artbatteries (based e.g., on graphite anodes). The second column solutionuses the additional energy to increase driving time and range while thethird column solution uses the additional energy to reduce battery size.It is noted that the fast charging solutions are characterized by moreeffective charging cycles per day, which may reduce the time forreaching the overall number of available cycles (cycle lifetime).Overall, the second column solution increases the range of the electricvehicle due to more efficient recuperation while the third columnsolution reduces the size and cost of the battery pack, with bothsolutions requiring an increased (ca. double) number of cycles.

The fourth and fifth columns present parameters of two batteriessolutions, which are illustrated schematically in FIG. 2, and bothimprove battery pack performance and maintain or enhance the cyclelifetime of the battery pack. It is noted that the two batteries may aswell be implemented as two modules in a single battery, as explainedbelow. In both cases all recuperation (receipt of power 301A fromvehicle systems 301) is carried out by SCeFC 100, and it is assumed that60 kWh are recuperated. The forth column solution represents a largerbattery pack of 80+60=140 kWh, while the fifth column solution providesthe same battery pack capacity as the first single battery solution.Both the fourth and fifth column solutions are configured to provide thesame drive time and range as the first single battery solution (despitethe larger capacity of the forth column solution and the largerrecuperation of the fifth column solution), due to partial operationrange 105 of SCeFC 100 which is configured to support a very largenumber of cycles, as explained above.

The partial operation is expressed in the charging cycles per day (>20for operation range <5% SoC; and >300 for operation range <1% SoC forfourth and fifth column solutions, respectively), with correspondingperformance parameters of energy per % SoC and pulse frequency. In bothcases FC 320 receives power 310 from SCeFC 100 only, enabling optimizedoperation thereof and maximization of its cycle lifetime (see e.g., FIG.6A). The inventors note that Table 3 provides non-limiting schematicexamples to explain the operation and advantages of embodiments of thedisclosed inventions, which may be configured according to the disclosedguidelines to provide any required performance requirements concerningthe relations between the electric vehicle, the battery pack parametersand the configuration of SCeFC 100, FC 320 their corresponding BMS's106A, 322, respectively and control unit 330. Lifetime estimations aresuggested as number of charge/discharge cycles and are very crude,intended to suggest the improvement in disclosed embodiments, and arenot to be understood as limiting.

TABLE 3 Comparison of power trains for electric vehicles. Single priorart Single fast charging Single fast charging battery (1) battery (2)battery (3) Battery Pack 100 kWh 100 kWh 80 kWh % of Recuperation 40%80% 80% Recuperation 40 kWh 80 kWh ~60 kWh Energy Total Energy 140 kWh180 kWh 140 kWh Driving time 8 hours 10 hours 8 hours Average Energy17.5 kWh per hour 17.5 kWh per hour 17.5 kWh per hour ConsumptionAverage   4 kWh per hour   8 kWh per hour   8 kWh per hour RecuperationRange 300 km 385 km 300 km Charging per day 1   1   1 Effective charging~1.5 ~2 ~2 per day Lifetime (cycles) 300-500 300-500 Two batteries(hybrid) - Two batteries (hybrid) - FC and SC-emulating FC (4) FC andSC-emulating FC (5) Battery Pack 80 kWh 60 kWh 80 kWh 20 kWh % ofRecuperation 0% 100% 0% 300% Recuperation 60 kWh 60 kWh Energy TotalEnergy 140 kWh 140 kWh Driving time   8 hours   8 hours Average Energy17.5 kWh per hour 17.5 kWh per hour Consumption Average   8 kWh per hour  8 kWh per hour Recuperation Range 300 km   300 km   Charging per day1 >20 (<5% SoC) 1 >300 (<1% SoC) Effective charging 1  1 (<5% SoC) 1   1(<1% SoC) per day Energy per % SoC 3 kWh 0.2 kWh Pulse frequency ~20 min1.5 min Lifetime (cycles) 1,000-2,000 >5,000-20,000

Advantageously, due to the larger extent of power recuperation and thecontrolled discharging of FC 320 cycle lifetime may be prolonged withrespect to single battery solutions (e.g., presented in second and thirdcolumns) with the same overall capacity, as the DoD degrades the cyclelifetime non-linearly—low DoDs of 10-40% typically enable thousands ofcycles while deep DoDs of ca. 60-100% typically enable only hundreds ofcycles. In certain embodiments, control unit 330 may be configured tobuffer the DoD of FC 320 by discharging SCeFC 100 at high demands,thereby reducing the DoD of FC 320 and increasing its cycle lifetime.

Moreover, also concerning SCeFC 100 the regulation of DoD may be used toincrease its cycle lifetime. In the presented examples, the fourthcolumn solution provides a larger battery pack which is operated underrelatively relaxed conditions (relatively wide operation range,relatively low pulse frequency), while the fifth column solutionprovides a smaller battery pack (similar to the first column solution)which is operated under stricter conditions (narrower operation range,higher pulse frequency), which enable longer cycle lifetime, as itmaintains a smaller DoD. For example, the presented fifth columnsolution provides a cycle lifetime of SCeFC 100 which may be three toten times longer than the cycle lifetime of SCeFC 100 in the fourthcolumn solution.

Regarding the schematic and non-limiting lifetime estimation for powertrain 300 (of compound battery system, including FC 320 and SCeFC 100),embodiments presented in the fourth column provide an increase ofestimated 3 to 10 times with respect to single battery solutions(columns 2 and 3) by using SCeFC 100 to buffer energy bursts, reduce thenumber of cycles and/or reduce DoD of FC 320. Embodiments presented inthe fifth column may provide a further increase of estimated 5 to 10times with respect to the forth column solution due to the narrowing ofoperation range 105 (5% to 1% SoC) and the non-linear dependence of thelifetime of FC 320 on the DoD, as explained above. Even assuming lineardependence on DoD, reduction of operation range 105 provides the factorof 5 in lifetime, due to operation at 1% SoC instead of 5% SoC. Thenon-linear dependence of lifetime of DoD enables to push this advantageeven further, using SCeFC 100 for a larger proportion of the cyclingswith respect to FC 320, for example, in the fifth column solution, FC320 may be used at a single charging per day and SCeFC 100 may be usedat 300 charges per day for SCeFC 100 run at 1% SoC.

It is emphasized that the separation of power train 300 into one FC 320and one SCeFC 100 is provided here in a non-limiting manner and only asan example. In various embodiments, FC 320 and SCeFC 100 may beimplemented as a single battery module having separate controls ondifferent parts thereof, corresponding to FC 320 and SCeFC 100 (whichmay also be designed differently internally, as disclosed herein) and/ormultiple batteries may be used as FC 320 and/or as SCeFC 100, either inbattery packs sharing controllers or as multiple batteries forperforming each function.

In certain embodiments, control unit 330 may be configured to utilizeSCeFC 100 for providing additional power in case FC 320 is exhausted,e.g., for extending the range of the electric vehicle. In such cases,SCeFC 100 may be operated as main power supplier once the power in FC320 is depleted.

In certain embodiments, control unit 330 may be configured to adapt theoperation configuration of SCeFC 100 to compensate for reduced SoH of FC320. For example, if a part of FC 320 becomes damaged or non-functional,control unit 330 may be configured to allocate a part of SCeFC 100 tocompensate for the capacity loss of FC 320. In certain embodiments,control unit 330 may be configured to allocate up to whole SCeFC 100 toreplace capacity loss of FC 320. In certain embodiments, control unit330 may be configured to operate SCeFC 100 at larger operation ranges105 to provide the required additional power.

Power from SCeFC 100 and FC 320 in power train 300 may be provided to EV301 in a wide range of scenarios, which may be optimized with respect toperformance and route parameters. In the following, two non-limitingtypes of scenarios are presented—the first one involving power supplyonly from FC 320 to EV 301 (with SCeFC 100 providing power to FC 320 andnot directly to EV 300) and the second one involving power supply fromeither SCeFC 100 and FC 320 to EV 300, with additional power transferfrom SCeFC 100 to FC 320 to increase its level of charging. Elementsfrom either scenario may be combined and/or scenarios may be switched bycontrol unit 330 during operation. Control unit 330 may be configured tooptimize energy flow to, within and from power train 300 according tovarious parameters disclosed below, such as any of the state of thebattery modules, the power requirements and supply, route and weatherparameters and external adjustments.

FIGS. 3A-3C are high level schematic illustration of systemconfigurations, operation algorithms 340 and examples 343 of power train300 of electric vehicle 301, according to some embodiments of theinvention.

FIG. 3A illustrates schematically power train 300 in vehicle 301,according to some embodiments of the invention. Vehicles systems 302Asuch as brakes are illustrated as power providers while vehicles systems302B such as the drive shaft are illustrated as power consumers, withoutloss of generality. Power transfer to vehicles systems 302B may becarried out from FC 320 (power 301B). FC 320 may be provided with power310 from SCeFC 100, after storage of power bursts therein, received(301A) from vehicles systems 302A. Charging controller 330 may beconfigured to control each of power transfers 301A, 310, 301B directlyand/or through corresponding SCeFC controller 106A and FC controller322. Charging controller 330, SCeFC controller 106A and FC controller322 may comprise or be part of control unit 330, SCeFC BMS 106A and FCBMS 322 illustrated in FIG. 2. It is noted that, in any of theembodiments, the terms controller and BMS may be used alternately, ormay represent hierarchically arranged unit, possibly partly or fullyintegrated in control unit 330.

FIG. 3B illustrates schematically a high-level operation scheme 340 ofpower train 300 in vehicle 301, according to some embodiments of theinvention. Incoming energy 341, e.g., energy received from vehiclesystems 301 and/or charged energy, may be delivered to and be stored inSCeFC 100 (as power transfer 301A) if SCeFC 100 is not at the top of itsoperation range 105 (see 342). If SCeFC 100 is at the top of itsoperation range 105 (see 342), FC 320 may be charged 310 therefrom,while SCeFC received complementary energy 341, if FC 320 is not full(see 344). If both SCeFC 100 and FC 320 are at their uppermost definedcapacity, any of the following options may be implements (see 350A):stopping recuperation (losing incoming recuperated energy from incomingenergy 341), supplying power to vehicle systems (301B) directly fromSCeFC 100 (see also FIG. 3C below) and/or extending operation range 105of SCeFC 100, if possible physically and if such exception is predefinedas available. Considering energy consumption, for energy requirements359, e.g., energy consumed by vehicle systems 301, if no exceptionalsituation exists (see 352) and FC 320 is not empty (see 354), power maybe supplied (301B) from FC 320. Exceptional situations and/or empty FC320 may be handled by (see 350): supplying power to vehicle systems(301B) directly from SCeFC 100 (see also FIG. 4 below) and/or extendingoperation range 105 of SCeFC 100, if possible physically and if suchexception is predefined as available.

It is noted that working point 115 and operation range 105 of SCeFC 100may be configured to comply to certain expected amounts of incomingrecuperated energy of incoming energy 341 and/or certain maximal energyrecuperation criteria, which may significantly affect the overall energyefficiency of vehicle 301. FIG. 6A below and related embodiments addressprocesses for determining these parameters.

FIG. 3C is a high-level schematic non-limiting qualitative example,according to some embodiments of the invention, for operation of powertrain 300 in an arbitrary scenario 343 of power supply, such as burstsof incoming energy 341 (e.g., recuperated energy and/or, alternativelyor complementarily, bursts of charged energy from a charging station)indicated by arrows at the top part of the diagram, and powerrequirements 359, indicated schematically by the thick arrows at thebottom part of the diagram. In operation scheme 340 along the principlesoutlined in FIGS. 2, 3A and 3B, SCeFC 100 is operated as main powerreceiver (301A) and buffers incoming energy bursts 341 to reduce thenumber of chargings 310 of FC 320 and thereby reduce the number ofcycles undergone by FC 320. It is noted that a tradeoff may be optimizedbetween a number of charging and discharging cycles of FC 320 and theDoD of FC 320 to maximize its overall lifetime (see e.g., FIG. 6A). FC320 as main power supplier (301B) in embodiments corresponding topresented scenario 340 delivers required energy 359. An exceptionalscenario 350 of extending operation range 105 is illustratedschematically at the righthand side of the diagram (in eitherdirection—above the maximal SoC to receive more regenerated energy, orbelow the minimal SoC to provide additional power, e.g., if FC 320 isdrained, not shown). Exceptional scenario 350 may be required asemergency scenario, e.g., in case FC 320 is unavailable, possibly inrepair mode of FC 320, for exceptional range extension requirements, orpossibly for enhanced recuperation under certain circumstances, asexplained below. In the illustrated example, SCeFC 100 is shown to beoperated at ±2% operation range 105 around 80% lithiation as workingpoint 115, without loss of generality. It is noted that SCeFC 100 isgenerally operated with a much higher charging and discharging C ratethan FC 320, using its high cyclability.

FIG. 4 is a high level schematic illustration of power train 300 ofelectric vehicle 301, according to some embodiments of the invention.Power train 300 of electric vehicle 301 may comprise FC 320 as constantload power provider, configured to deliver power 301B to electricvehicle 301, particularly when under prolonger load, and SCeFC 100,configured to receive recuperated power 301A from electric vehicle 301,which typically arrives in bursts, and also to deliver burst power loads350B to electric vehicle 301. Recuperated energy charged into SCeFC 100beyond power requirements may be used to charge FC 320.

In general, in embodiments corresponding to such scenario (see alsoFIGS. 5A-5C below), power train 300 is configured to allocate SCeFC 100to handle bursts, thereby making use of its long cycle lifetime achievedas disclosed above, while minimizing cycling of FC 320 to increase theoverall lifetime of power train 300.

Both FC 320 and SCeFC 100 may have anodes 108 with Si, Ge, Sn and/orLTO-based anode active material 110 (and/or 110A, 110B, 115, see FIGS.9A, 9B below), possibly providing power train 300 based on the same typeof anode material.

SCeFC 100 may be configured to operate at 5 C at least and withinoperation range 105 of 5% at most around working point 115 of between60-80% lithiation of the anode active material, which may comprise Si,Ge, Sn and/or LTO-based anode active material 110 (and/or 110A, 110B,115).

Power train 300 may further comprise control unit 330 configured tomaintain a state of charge (SoC) of SCeFC 100 within operation range 105around working point 115, manage FC 320 and SCeFC 100 with respect topower delivery to and from vehicle 301, denoted schematically 301B and301A respectively, and manage power delivery 310 from SCeFC 100 to FC320 according to specified criteria that minimize the cycling andpossibly DoD of FC 320. For example, FC 320 may be associated with FCbattery management system (FC BMS) 322 and SCeFC 100 may be associatedwith SCeFC battery management system (SCeFC BMS) 106A, possiblycomprising control circuitry 106.

Advantageously, SCeFC 100 may be configured to receive energy bursts anddeliver required energy bursts, which are irregular in extent andtiming, to reduce cycling of FC 320. As SCeFC 100 may be configured tobe operable over a very large number of cycles (e.g., 10,000's cycles,as explained and demonstrated above), SCeFC 100 can withstand theerratic energy inputs 301A without reduction of the cycle lifetime ofpower train 300. Moreover, as the actual capacity of SCeFC 100 is muchhigher than its operation range 105, it may also be used to receivepeaks of power 301A and thereby increase the extent and efficiency ofenergy recuperation, as exemplified in Table 3 above. The combination ofFC 320 and SCeFC 100 in disclosed embodiments may therefore extend thecycle lifetime of power train 300 beyond the cycle lifetime of FC 320(as SCeFC 100 buffers much of the cycling), for example two-fold,three-fold or even ten-fold. e.g., from hundreds of cycles for FC 320 tothousands of cycles for power train 300 (or, in various embodiments,from 300-500 cycles for FC 320 to 600-2000 cycles for power train 300).Alternatively or complementarily, power train 300 may provide increasedcapacity and/or larger recuperation extent and efficiency than FC 320operated by itself. Alternatively or complementarily, power train 300may improve cost and/or size parameters, as explained in the examplesabove for SCeFC 100 alone and as illustrated for power train 300 inTable 3 above.

FIGS. 5A-5C are high level schematic illustration of systemconfigurations, operation algorithms 340 and examples 343 of power train300 of electric vehicle 301, according to some embodiments of theinvention.

FIG. 5A illustrates schematically power train 300 in vehicle 301,according to some embodiments of the invention. Vehicles systems 302Asuch as brakes are illustrated as power providers while vehicles systems302B such as the drive shaft are illustrated as power consumers, withoutloss of generality. Power transfer to vehicles systems 302B may becarried out from SCeFC 100 (power 301B) and as long as it has availablepower, which is received from stored recuperated power bursts received(301A) from vehicles systems 302A. FC 320 may be configured to provideconstant power 301B when needed, while SCeFC 100 may be used to minimizethe DoD of FC 320. FC 320 may be provided with power 310 from SCeFC 100,when SCeFC 100 can provide energy beyond the burst requirement ofvehicle 301. Charging controller 330 may be configured to control eachof power transfers 301A, 310, 301B directly and/or through correspondingSCeFC controller 106A and FC controller 322. Charging controller 330,SCeFC controller 106A and FC controller 322 may comprise or be part ofcontrol unit 330, SCeFC BMS 106A and FC BMS 322 illustrated in FIG. 4.It is noted that, in any of the embodiments, the terms controller andBMS may be used alternately, or may represent hierarchically arrangedunit, possibly partly or fully integrated in control unit 330.

FIG. 5B illustrates schematically a high-level operation scheme 340 ofpower train 300 in vehicle 301, according to some embodiments of theinvention. Energy requirements 359, e.g., energy consumed by vehiclesystems 301, may be first provided (350B) by SCeFC 100, if SCeFC 100 isabove the bottom of operation range 105 (see 358). Otherwise, e.g., ifSCeFC is drained (see 356, 358)—FC 320 may be used to provide power tovehicle 301 (301B), particularly during constant loads. Alternatively,if extra power is left in SCeFC 100 which is not provided to vehicle301, FC 320 may be charged from SCeFC 100 (see 310). Once FC 320 isempty (see 354), exceptional case 350 of extending operation range 105may be applied, e.g., as emergency mode explained below. Incoming energy341, e.g., energy received from vehicle systems 301 and/or from chargingstations, may be delivered to and be stored in SCeFC 100 (as powertransfer 301A) and delivered therefrom directly to vehicle 301 and/or toFC 320. It is noted that working point 115 and operation range 105 SCeFC100 may be configured to comply with certain expected amounts ofincoming energy 341 and/or certain maximal energy recuperation criteria,which may significantly affect the overall energy efficiency of vehicle301. FIG. 6A below and related embodiments address processes fordetermining these parameters.

FIG. 5C is a high-level schematic non-limiting qualitative example 343,according to some embodiments of the invention, for operation of powertrain 300 in an arbitrary scenario of power supply such as bursts ofincoming energy 341 (e.g., recuperated energy and/or, alternatively orcomplementarily, bursts of charged energy from a charging station)indicated by arrows at the top part of the diagram, and powerrequirements 359, indicated schematically by the thick arrows at thebottom part of the diagram, and similar to FIG. 3C. In an operationscheme along the principles outlined in FIGS. 4, 5A and 5B, SCeFC 100 isoperated as receiver of energy bursts 341 and provider of energy 350B tosatisfy the vehicle's energy requirements 359, to reduce the DoD and thenumber of chargings 310 of FC 320. It is noted that the tradeoff betweenthe number of charging and discharging cycles of FC 320 and the DoD ofFC 320 may be optimized to maximize its overall lifetime (see e.g., FIG.6A). FC 320 supplies typically larger and constant power demands (301B)to deliver required energy 359, and is charged by SCeFC 100 when energytherefrom is available. Exceptional scenario 350 (illustratedschematically at the righthand side of the diagram, in eitherdirection—above the maximal SoC to receive more regenerated energy, orbelow the minimal SoC to provide additional power, e.g., if FC 320 isdrained, not shown) may be required as emergency scenario, e.g., in caseFC 320 is unavailable, possibly in repair mode of FC 320, forexceptional range extension requirements, or possibly for enhancedrecuperation under certain circumstances, as explained below. In theillustrated example, SCeFC 100 is shown to be operated at ±2% operationrange 105 around 80% lithiation as working point 115, without loss ofgenerality. It is noted that SCeFC 100 is generally operated with a muchhigher charging and discharging C rate than FC 320, using its highcyclability.

It is noted that in both FIGS. 3C and 5C, the slopes of charging anddischarging SCeFC 100 are steeper than the slopes of charging anddischarging FC 320, due to the higher maximal charging and dischargingrates (C rate) achievable by the configuration of SCeFC 100 to havehigher C rate than FC 320, as described above. As non-limiting examples,FC 320 may be operable at least at a maximal C rate(charging/discharging current to capacity ratio) of any of 1C, 2C, 5 C,10 C, while SCeFC 100 may be configured to be operable at least at amaximal C rate of any of 5 C, 10 C, 20 C, 30 C, respectively, or even athigher maximal C rates of e.g., 50 C, 100 C or higher, depending on theconfiguration parameters of SCeFC 100, as explained above.

FIG. 6A illustrates schematically a high-level flowchart of an algorithm360 for optimizing module sizes 368 of FC 320 and SCeFC 100 of powertrain 300 in vehicle 301, according to some embodiments of theinvention. For example, predefined required recuperation energy criteria361, parameters of expected charge/discharge profiles (e.g., expectedburst or pulse frequency) and energy per cycles criteria 362 may be usedto characterize expected charging/discharging cycles 365 for each of FC320 and SCeFC 100 according to various operation schemes 340 andscenarios 343. Then, resulting SoC profiles 367 from expectedcharging/discharging cycles 365 may be used, together with parameters362 presented above, may be used to calculate SCeFC and FC module sizes368, as well as working point 115 and operation range 105 for SCeFC 100.For example, a non-limiting calculation based on a required recuperationability 361 of 60 kWh pack during 8 hours and charge/discharge profile(pulse frequency) 362 of ca. 1.5 minutes or 0.2 kWh per eachcharge/discharge cycle results in required cycle number 365 of 300charge/discharge cycles (60 kWh divided by 0.2 kWh) and predefined SoC367 of 1%. These parameters correspond to SCeFC module 100 of 20 kWh(which then provides 0.2 kWh at 1% SoC). Further consideration ofconstant load requirements of vehicle 301 may further provide therequired FC module size.

FIG. 6B is a high level schematic illustration of power train 300 andoperation modes thereof, according to some embodiments of the invention.Illustrated power train 300 is configured to receive energy burst bySCeFC 100 and provide power to burst loads 359A by SCeFC 100, and todeliver power to constant loads 359B by FC 320, with SCeFC 100 is alsoconfigured to charge 310 FC 320, with all energy transfers controlled bycontrol unit 330.

In certain embodiments, SCeFC 100 may be configured to have a similarlifetime as FC 320, by being operated at higher frequency (more cycles)utilizing its capacity to support a large number of cycles. The highcharging rate of SCeFC 100 is utilized to capture energy fromregenerative braking, and the capacity of SCeFC 100 may be configured tosupport operation range 105 which enables to accept most or even all ofthe recovered energy.

In certain embodiments, SCeFC 100 may be configured to have a voltagelevel which is above a minimum cranking voltage during engine start—toenable starting the engine by SCeFC 100, providing corresponding burstload 359A. SCeFC 100 may be configured to accepts high currents forshort periods of time during regenerative breaking, and be partlycharged up to predefined SoC. SCeFC 100 may be configured to supplyloads when the engine is off, and possibly support engine starts andstops, while FC 320 may be configured to provide constant loads 359Bduring longer periods. Controller 330 may be configured to allocateSCeFC 100 and/or FC 320 according to required loads 359 and setcorresponding priorities. Controller 330 may be further configured toregulate the charging and discharging currents to all components(together or separately) with the defined priorities.

In certain embodiments, SCeFC 100 may be operated in emergency mode(e.g., for extending range) and be charged 350 over predefined SoC(beyond predefined operation range 105, if possible) to provideadditional energy to extend the range of vehicle 301, e.g., in emergencycases. For example, in a 80 kWh FC 320 and 20 kWh SCeFC 100 (see e.g.,the fifth column in Table 3 above), additional 20 kWh provided by SCeFC(either from grid charging and/or by extending operation range 105) mayincrease the total energy of power train 300 and the maximal range by20% (or 25% with respect to FC 320 alone).

In certain embodiments, part of the capacity of SCeFC 100 may be used tocompensate for capacity loss of FC 320, as illustrated schematically inTable 4 in a non-limiting example. In repair mode use, SCeFC module 100may be partially used as repair battery for FC module 320 to extend theoverall cycle life.

TABLE 4 An example for repair mode operation Repair mode Two batteries(hybrid) - Two batteries (hybrid) - FC and SC-emulating FC FC andSC-emulating FC Battery Pack 80 kWh 20 kWh 80 kWh 20 kWh % ofRecuperation 0% 300% 0% 300% Recuperation 60 kWh 60 kWh Energy DamagedCell 10 kWh — 10 kWh — Final Battery Pack 70 kWh 20 kWh 80 kWh 10 kWh %SOC used 100 1 100 2 Total Energy 138 kWh 140 kWh Driving time   7 hours  8 hours Average Energy 17.5 kWh per hour 17.5 kWh per hour ConsumptionAverage   8 kWh per hour   8 kWh per hour Recuperation Range ~260 km    300 km  

The left-hand column illustrates schematically FC 320 with damagedcapacity (capacity loss equivalent to 10 kWh). The righthand columnillustrates schematically the re-configuration of SCeFC 100 tocompensate for the damage of FC 320, by allocating certain capacity(equivalent in the non-limiting illustrated case to 10 kWh) to beoperated similarly to FC module 320. Advantageously, as FC 320 and SCeFC100 are based on similar anode and cathode material, the conversion ofavailable capacity is straightforward. Operation range 105 of SCeFC 100,and possibly working point 115 thereof as well, may be adjusted tooptimize operation of power train 300, e.g., operation range 105 may beextended to compensate at least partly for the reduced capacity of SCeFCallocated to receive (and possibly provide) bursts of energy.

FIG. 7A is a high level schematic illustration of power train 300 havingFC and SCeFC modules 320, 100, respectively, implemented in a singlebattery 370, according to some embodiments of the invention. Battery 370may comprise multiple internal modules 375, each with multiple cellstacks 380. Control unit 330 may be configured to manage an allocationof multiple internal modules 375 or even of cell stacks 380 to FC andSCeFC modules 320, 100, respectively. It is noted that allocation andmanagement refer to operating different internal modules 375 and/or cellstacks 380 according to different operation profiles and conditions, ascharacterized by FC and SCeFC modules 320, 100 disclosed herein.

As illustrated schematically in FIG. 7A, internal modules 375 and/orcell stacks 380 may be allocated as belonging to FC and SCeFC modules320, 100, respectively, as indicated schematically by the illustratedbrackets, with each of FC and SCeFC modules 320, 100 controlled byrespective FC BMS 322 and SCeFC BMS 106A. Control unit 330 may beconfigured to control FC BMS 322 and SCeFC BMS 106A and power receiptand delivery profiles, as explained herein, as well as change theallocation of internal modules 375 and/or cell stacks 380 (illustratedschematically by the crossed double headed arrows) between FC and SCeFCmodules 320, 100, respectively, according to exceptional operationrequirements (e.g., damage to some of cell stacks 380, range extensionrequirement 350 etc.). Control unit 330 may be further configured tocontrol allocation to FC and SCeFC modules 320, 100, respectively, withrespect to battery pack status parameters 370A (e.g., relating toefficiency and operation of internal modules 375 and/or cell stacks380), driving route parameters 371 and related power considerations 379(e.g., extended up-hill or down-hill driving sections with correspondingextended power requirements or extend power recuperation potential,respectively, distribution of charging stations along the route,expected power requirements associated with changing parameters such asweather, etc.). Re-allocation of internal modules 375 and/or cell stacks380 between FC and SCeFC modules 320, 100, respectively, may be carriedout by control unit 330 as exception (e.g., in repair or emergencymodes) or as regular adjustment of power train 300 to changingconditions.

In certain embodiments, control unit 330 may be further configured tomanage allocation of elements of the single battery to FC 320 and SCeFC100 and optionally to re-allocate elements of the single battery betweenFC 320 and SCeFC 100 according to operation parameters of the elements,and/or possibly to implement repair mode (compensation for damage to FC320 by SCeFC 100), range extension mode (addition of capacity to FC 320from SCeFC 100) etc., as disclosed above. In such embodiments controlunit 330 may be configured to take over the respective BMSs of FC 320and SCeFC 100 to form a single controller of the battery.

In certain embodiments, FC 320 and SCeFC 100 may be implemented in atleast two corresponding separate batteries, managed by control unit 330as disclosed above.

FIG. 7B is an illustration of highly schematic power supply profiles,according to some embodiments of the invention. The illustration isnon-limiting and schematic, and relates in a general manner a powerprofile of the EV along a drive, reflecting the changes in stored energyin power train 300 along the driven distance (top graph) and twoscenarios for splitting the power profile of power train 300 between FC320 and SCeFC 100, using different considerations as guiding principles(two bottom graphs, showing FC and SCeFC stored energy separately andschematically). It is emphasized that control unit 330 may be configuredto implement any splitting scenario between FC 320 and SCeFC 100 as wellas to switch between scenarios during operation, according to variousconsiderations (e.g., battery pack(s) status parameters 370A, drivingroute parameters 371, power considerations 379 etc.).

In the illustrated example (top graph), the general downwards trend ofthe stored energy reflects energy use by the EV, with intermittent briefcharging periods, e.g., at charging stations. The slope of the energyuse profile depends on energy demands of the EV (depending on thedriving route and supplemental needs of the EV) and changes along thetraveled distance, with intermittent periods of power recuperation whichmake the slope milder or even reverse the power profile into net powerregeneration occasionally.

Allocation of SCeFC 100 and FC 320 to power supply and power receipt maybe carried out in various scenarios, of which two are presented—a firstscenario (middle graph) in which FC 320 is operated continuously at aconstant slope to minimize its cycling, with power fluctuations(resulting from charging, recuperation and high demand, illustratedschematically) buffered by SCeFC 100; and a second scenario (bottomgraph) in which FC 320 is operated to minimize its DoD and isperiodically charged, while SCeFC 100 is operated as much as necessaryto minimize the need to drain power from FC 320. Corresponding to thesescenarios, schematic fluctuations in energy stored in SCeFC 100 and FC320 are illustrated to represent schematically power supply and demandallocation form either source by control unit 330. Clearly in variousimplementations details may be modified. In the illustrated example,SCeFC 100 is shown to be operated at ±2% operation range 105 around 70%lithiation as working point 115, without loss of generality. It is notedthat both scenarios, SCeFC 100 handles most power (provision andreceipt) bursts, using its high cyclability, and is characterized by amuch higher charging and discharging C rate.

FIG. 7C is a conceptual high-level illustration of power supply anddemand allocation by control unit 330 between SCeFC 100 and FC 320,according to some embodiments of the invention. Energy use by the EV,supplied from power train 300, is typically characterized by relativelyconstant load periods, which require quite constant power supply oflarge energy amounts, and power burst periods, which require smalleramounts of energy but at higher discharging rates (bursts). Control unit330 may be configured to optimize the use of FC 320 and SCeFC 100 withrespect to their typical C rates and cyclability, e.g., allocate FC 320to provide constant loads and allocate SCeFC 100 to provide burst poweron top of the constant load. Alternatively or complementarily, SCeFC 100may be configured to provide as much power as available from it, with FC320 being used mainly when SCeFC is exhausted. Energy supply to powertrain 300 typically comprises charging power bursts, e.g., in briefstops for charging, which require high C rate charging, and possibly lowC charging periods of energy recuperation (e.g., on down-hill drives,and upon operation of brakes). Control unit 330 may be configured toreceive power primarily by SCeFC 100, to reduce cycling of FC 320,and/or to partly charge FC 320 to reduce its DoD. Both SCeFC 100 and FC320 may be charged during prolonged charging periods, e.g., following adrive, at night, etc. The allocation of charged energy to SCeFC 100 andFC 320 may be controlled by control unit 330 with respect to variousparameters, including the state of the battery pack(s) and requiredpower storage for future parts of the driving route, including possiblyre-allocation of battery modules between SCeFC 100 and FC 320 (see e.g.,FIG. 7A).

In certain embodiments, SCeFC 100 and FC 320 may interface with the EValong lines disclosed in U.S. application Ser. No. 15/678,143, namelywith SCeFC 100 configured to be charged and discharge via existing EVpower connections, without requirement for higher power electronics,e.g., upon configuration of SCeFC to receive and provide limited amountsof energy which correspond to specifications of the given EV powerelectronics. In other embodiments however, the power provision circuitrymay be configured to support high power transfer to enhance the benefitsof using SCeFC 100 and to enhance power recuperation.

FIG. 8 is a high level schematic flowchart illustrating a method ofemulating a supercapacitor by a fast-charging battery and using theemulated supercapacitor in the power train of the electric vehicle,according to some embodiments of the invention. Method 200, asillustrated schematically in FIG. 8, may comprise emulating asupercapacitor with given specifications by a fast-charging battery(stage 205), e.g., to yield SCeFC 100, by configuring the fast-chargingbattery to emulate the supercapacitor with respect to specifiedrequirements (stage 210), for example by configuring physical dimensionsof the battery to provide the required specifications (stage 220),determining charging/discharging rate of the battery (stage 225) and/ordetermining the working point and the partial operation range of thebattery (stage 230). Method 200 may further comprise configuring thecontrol circuitry of the battery to provide the required performance(stage 240).

Method 200 may further comprise selecting the working point within anoptimal operation window (stage 250), possibly selecting the workingpoint as a highly lithiated point within the optimal operation window toreduce relative expansion of the anode material particles duringoperation (stage 255).

Method 200 may further comprise modifying the battery to further enhanceits performance within the operation range (stage 260), e.g., byoptimizing the anode configuration under assumption of operation onlyaround the working point and within the operation range (stage 265)—seee.g., FIG. 6, and FIG. 9B below.

Method 200 may further comprise configuring a power train for anelectric vehicle from a main fast-charging lithium ion battery module(FC), configured to deliver power to the electric vehicle, and asupercapacitor-emulating fast-charging lithium ion battery module(SCeFC), configured to receive power (e.g., charged into the power trainand/or recuperated from the EV) and to deliver power to the FC (stage400), wherein both the FC and the SCeFC have anodes with the same anodeactive material (e.g., Si, Ge and/or Sn-based anode active material,LTO-based anode material etc.) and wherein the SCeFC is configured tooperate at least at a maximal charging rate of 5 C and within anoperation range of 5% at most around a working point of between 60-80%lithiation of the anode active material. Method 200 may further compriseoperating the SCeFC battery to receive recuperated power from theelectric vehicle and deliver power to the FC and operating the FC todeliver power to the electric vehicle (stage 410).

In certain embodiments, method 200 may comprise any of maintaining thestate of charge (SoC) of the SCeFC within the operation range around theworking point (stage 420), managing the FC and the SCeFC with respect topower delivery to and from the electric vehicle, respectively (stage430), and managing power delivery from the SCeFC to the FC according tospecified criteria that minimize the depth of discharge (DoD) of the FC(stage 440).

In certain embodiments, method 200 may further comprise allocating atleast a part of the SCeFC to complement operation of the FC when the FCexperiences reduced capacity (stage 450), wherein the allocation iscarried out by increasing the operation range of the SCeFC (stage 455),and possibly extending the operation range of the SCeFC in exceptionalsituations to compensate for power drainage and/or damage to the FC. Incertain embodiments, method 200 may further comprise configuring theSCeFC to deliver power bursts to power to the electric vehicle, tominimize the DoD of the FC (stage 460). Method 200 may further compriseminimizing the operation range of the SCeFC and maximizing cycling ofthe SCeFC with respect to the cycling of the FC (stage 465).

It is noted that the control unit may be further configured to minimizea depth of discharge (DoD) of the FC and/or to minimize a number ofcycles of the FC. Method 200 may be implemented on battery modules whichmay be based on any of Si, Ge, Sn and/or LTO.

In certain embodiments, method 200 may further comprise operating theSCeFC as main burst receiver (e.g., high C charged power, recuperatedenergy etc.) and main burst provider (e.g., supplying required powerbursts at high C rate) and operating the FC as main constant loadsupplier (stage 470). Method 200 may further comprise managing powersupply from the SCeFC and the FC with respect to load characteristicssuch as load constancy and burst parameters (stage 475).

Method 200 may further comprise implementing the FC and the SCeFC in asingle battery (stage 480) and/or managing internal modules and cellstacks with respect to their allocation to the FC and the SCeFC (stage485) and/or possibly re-allocating internal modules and cell stacks tothe FC and the SCeFC (stage 490), according to performance requirementssuch as driving route parameters, power considerations, operationparameters of the battery elements etc.

In certain embodiments, method 200 may further comprise implementing theFC and SCeFC in at least two corresponding separate batteries.

In certain embodiments, anode configuration optimization 265 may furthercomprise configuring the anode active material to enable operation ofthe SCeFC only around the working point and within the operation rangeand/or possibly selecting the working point within an optimal operationwindow of the SCeFC as a highly lithiated point to reduce relativeexpansion of anode material particles during operation—all with respectto operating SCeFC in power train 300 of the electric vehicle.

Any part(s) of method 200 may be implemented in computer programproduct(s) which may be incorporated in any of power train control unit330 and/or in BMSs 322 and/or 106A.

Certain embodiments comprise a computer program product comprising anon-transitory computer readable storage medium having computer readableprogram embodied therewith, the computer readable program configured tooperate a SCeFC battery to receive recuperated power from an electricvehicle and deliver power to a FC and operate the FC to deliver power tothe electric vehicle, wherein a power train of the electric vehiclecomprises the FC as main power supplier and the SCeFC as main powerreceiver, both the FC and the SCeFC have anodes with Si, Ge, Sn and/orLTO-based anode active material, and wherein the SCeFC is configured tooperate at 5 C at least and within an operation range of 5% at mostaround a working point of between 60-80% lithiation of the anodematerial, which may comprise Si, Ge, Sn and/or LTO-based anode activematerial. The computer program product may further comprise computerreadable program configured to operate the SCeFC at 5 C at least andwithin an operation range of 5% at most around a working point ofbetween 60-80% lithiation of the anode active material.

In certain embodiments, the computer program product may furthercomprise computer readable program configured to maintain a state ofcharge (SoC) of the SCeFC within the operation range around the workingpoint, manage the FC and the SCeFC with respect to power delivery to andfrom the electric vehicle, respectively, and manage power delivery fromthe SCeFC to the FC according to specified criteria that minimize adepth of discharge of the FC.

In certain embodiments, the computer program product may furthercomprise computer readable program configured to allocate at least apart of the SCeFC to complement operation of the FC when the FCexperiences reduced capacity, wherein the allocation is carried out byincreasing the operation range of the SCeFC. In certain embodiments, thecomputer program product may further comprise computer readable programconfigured to select the working point within an optimal operationwindow of the SCeFC as a highly lithiated point to reduce relativeexpansion of anode material particles during operation.

Certain embodiments comprise computer program product comprising anon-transitory computer readable storage medium having computer readableprogram embodied therewith, the computer readable program configured tooperate a power train of an electric vehicle (EV), the power traincomprising a main fast-charging lithium ion module (FC), configured todeliver power to the EV, and a supercapacitor-emulating fast-charginglithium ion module (SCeFC), configured to receive power and to deliverpower to the EV and/or to the FC, wherein both the FC and the SCeFC haveanodes based on a same anode active material, and wherein the SCeFC isconfigured to operate at least at a maximal charging rate of 5 C andwithin an operation range of 5% at most around a working point ofbetween 60-80% lithiation of the anode active material, wherein thecomputer readable program comprises: computer readable programconfigured to operate the SCeFC battery to maintain a state of charge(SoC) of the SCeFC within the operation range around the working point,computer readable program configured to manage the FC and the SCeFC withrespect to power delivery to and from the EV, respectively, and computerreadable program configured to manage power delivery from the SCeFC tothe FC and/or to the EV according to specified criteria. Implementationof any of the computer readable programs may be configured according tothe principles, scenarios and control configurations disclosed herein.

Modified fast-charging batteries 100A may comprise improved anodes andcells, which enable fast charging rates with enhanced safety due to muchreduced probability of metallization of lithium on the anode, preventingdendrite growth and related risks of fire or explosion. Anodes and/orelectrolytes may have buffering zones for partly reducing and graduallyintroducing lithium ions into the anode for lithiation, to preventlithium ion accumulation at the anode electrolyte interface andconsequent metallization and dendrite growth. Various anode activematerials and combinations, modifications through nanoparticles and arange of coatings which implement the improved anodes are provided. Theelectrolyte in the cell may be chosen to further reduce the accumulationrate of lithium ions at the interface, while maintaining the lithiationin the anode material is the rate limiting factor.

FIG. 9A is a high level schematic illustration of various anodeconfigurations, according to some embodiments of the invention. FIG. 9Aillustrates schematically, in a non-limiting manner, a surface of anode108, which may comprise anode active material particles 110 (e.g.,particles of metalloids such as silicon, germanium and/or tin, and/or ofaluminum), and/or possibly composite core-shell particles 110B, atdifferent sizes (e.g., in the order of magnitude of 100 nm, e.g.,100-500 nm, and/or possible in the order of magnitude of 10 nm or1μ)—for receiving lithiated lithium during charging and releasinglithium ions during discharging. Anodes 108 may further comprisebinder(s) and additive(s) 102 as well as optionally coatings 130 (e.g.,conductive polymers 130A with or without lithium, conductive fibers 130Bsuch as CNTs (carbon nanotubes) or carbon fibers). Active materialparticles 110 may be pre-coated by one or more coatings 120 (e.g., byconductive polymers, lithium polymers, etc.), have borate and/orphosphate salt(s) 128 bond to their surface (possibly forming e.g.,B₂O₃, P₂O₅), bonding molecules 180 (illustrated schematically) which mayinteract with electrolyte 85 (and/or ionic liquid additives thereto)and/or various nanoparticles 112 (e.g., B₄C, WC, VC, TiN) (formingmodified anode active material particles 110A), may be attached theretoin anode preparation processes 111 such as ball milling (see, e.g., U.S.Pat. No. 9,406,927, which is incorporated herein by reference in itsentirety), slurry formation, spreading of the slurry and drying thespread slurry. For example, anode preparation processes 111 may comprisemixing additive(s) 102 such as e.g., binder(s) (e.g., polyvinylidenefluoride, PVDF, styrene butadiene rubber, SBR, or any other binder),plasticizer(s) and/or conductive filler(s) with a solvent such as wateror organic solvent(s) (in which the anode materials have limitedsolubility) to make an anode slurry which is then dried, consolidatedand is positioned in contact with a current collector (e.g., a metal,such as aluminum or copper). Details for some of these possibleconfigurations are disclosed below.

In certain embodiments, modified fast-charging batteries 100A may beoptimized for operation in device 100 by application of modifications260 with respect to fast-charging batteries which are operated overtheir full (nominal) operation range. For example, battery 100A may bemodified (260) to further enhance its performance within the operationrange, e.g., by optimizing the anode configuration under assumption ofoperation only around the working point and within the operation range.For example, the anode material particles may be larger and/or moredensely distributed in anodes 108 configured to operate only around theworking point and within the operation range.

It is explicitly noted that in certain embodiments, cathodes may beprepared according to disclosed embodiments, and the use of the termanode is not limiting the scope of the invention. Any mention of theterm anode may be replaced in some embodiments with the terms electrodeand/or cathode, and corresponding cell elements may be provided incertain embodiments. For example, in cells 100A (of modifiedfast-charging batteries 100A, both designated by numerals 100A withoutlimiting the scope of the invention to either) configured to provideboth fast charging and fast discharging, one or both electrodes 108, 87may be prepared according to embodiments of the disclosed invention.

Anode material particles 110, 110A, 110B, anodes 108 and cells 100A maybe configured according to the disclosed principles to enable highcharging and/or discharging rates (C-rate), ranging from 3-10 C-rate,10-100 C-rate or even above 100 C, e.g., 5 C, 10 C, 15 C, 30 C or more.It is noted that the term C-rate is a measure of the rate of chargingand/or discharging of cell/battery capacity, e.g., with 1C denotingcharging and/or discharging the cell in an hour, and XC (e.g., 5 C, 10C, 50 C etc.) denoting charging and/or discharging the cell in 1/X of anhour—with respect to a given capacity of the cell.

In certain embodiments, anode 108 may comprise conductive fibers 130Bwhich may extend throughout anode 108 (illustrated, in a non-limitingmanner, only at a section of anode 108) interconnect cores 110 andinterconnected among themselves. Electronic conductivity may be enhancedby any of the following: binder and additives 102, coatings 130A,conductive fibers 130B, nanoparticles 112 and pre-coatings 120, whichmay be in contact with electronic conductive material (e.g., fibers)130.

Lithium ion cell 100A comprises anode(s) 108 (in any of itsconfigurations disclosed herein) made of anode material with compositeanode material such as any of anode material particles 110, 110A, 110B,electrolyte 85 and at least cathode 87 delivering lithium ions duringcharging through cell separator 86 to anode 108. Lithium ions (Lit) arelithiated (to Li⁻⁰¹, indicating substantially non-charged lithium, inlithiation state) when penetrating the anode material, e.g., into anodeactive material cores 110 (possibly of core-shell particles 110B). Anyof the configurations of composite anode material and core-shellparticles 110B presented below may be used in anode 108, as particles110B are illustrated in a generic, non-limiting way. In core-shellparticle configurations 110B, the shell may be at least partly providedby coating(s) 120, and may be configured to provide a gap 140 for anodeactive material 110 to expand 101 upon lithiation. In some embodiments,gap 140 may be implemented by an elastic or plastic filling materialand/or by the flexibility of coating(s) 120 which may extend as anodeactive material cores 110 expand and thereby effective provide room forexpansion 101, indicated in FIG. 9A schematically, in a non-limitingmanner as gap 140. Examples for both types of gaps 140 are providedbelow, and may be combined, e.g., by providing small gap 140 andenabling further place for expansion by the coating flexibility.

Examples for electrolyte 85 may comprise liquid electrolytes such asethylene carbonate (EC), diethyl carbonate (DEC), propylene carbonate(PC), fluoroethylene carbonate (FEC), ethyl methyl carbonate (EMC),dimethyl carbonate (DMC), vinylene carbonate (VC), possiblytetrahydrofuran (THF) and/or its derivatives, and combinations thereofand/or solid electrolytes such as polymeric electrolytes such aspolyethylene oxide, fluorine-containing polymers and copolymers (e.g.,polytetrafluoroethylene), and combinations thereof. Electrolyte 85 maycomprise lithium electrolyte salt(s) such as LiPF₆, LiBF₄, lithiumbis(oxalato)borate, LiN(CF₃SO₂)₂, LiN(C₂F₅SO₂)₂, LiAsF₆, LiC(CF₃SO₂)₃,LiClO₄, LiTFSI, LiB(C₂O₄)₂, LiBF₂(C₂O₄), tris(trimethylsilyl)phosphite(TMSP) and combinations thereof. Ionic liquid(s) may be added toelectrolyte 85 as disclosed below. Additive(s) (e.g., at few % wt) maycomprise tris(trimethylsilyl)phosphite (TMSP), tris (trimethylsilyl)borate (TMSB), lithium difluoro(oxalato)borate (LiFOB), succinicanhydride, trimethyl phosphate (TMP) and triphenyl phosphate (TFP),fluorinated solvents (methyl nonafluorobutyl ether (MFE), andcombinations thereof. Ionic liquid(s) may be added to electrolyte 85 asdisclosed below.

In certain embodiments, cathode(s) 87 may comprise materials based onlayered, spinel and/or olivine frameworks, and comprise variouscompositions, such as LCO formulations (based on LiCoO₂), NMCformulations (based on lithium nickel-manganese-cobalt), NCAformulations (based on lithium nickel cobalt aluminum oxides), LMOformulations (based on LiMn₂O₄), LMN formulations (based on lithiummanganese-nickel oxides), LFP formulations (based on LiFePO₄), lithiumrich cathodes, and/or combinations thereof. Separator(s) 86 may comprisevarious materials, such as polyethylene (PE), polypropylene (PP) orother appropriate materials. Possible compositions of anode(s) 100 aredisclosed below in detail.

Examples for bonding molecules 180 may comprise e.g., lithium3,5-dicarboxybenzenesulfonate, lithium sulfate, lithium phosphate,lithium phosphate monobasic, lithium trifluoromethanesulfonate, lithium1,1,2,2,3,3,4,4,5,5,6,6,7,7,8,8,8-heptadecafluorooctane-1-sulfonate,lithium 2,6-dimethylbenzene-1,4-disulfonate, lithium2,6-di-tert-butylbenzene-1,4-disulfonate,3,3′-((1,2-dithiane-4,5-diyl)bis(oxy))bis(N-hydroxypropanamide),3,3′-((4-mercapto-1,2-phenylene)bis(oxy))bis(N hydroxypropanamide),lithium aniline sulfonate (the sulfonate may be in any of para, meta andortho positions) as well as poly(lithium-4-styrenesulfonate), as well asrelated molecules derived therefrom by various substitutions andmodifications, provided as some non-limiting examples.

In FIG. 9A, the different configurations are illustrated schematicallyin different regions of the anode surface, yet embodiments may compriseany combinations of these configurations as well as any extent of anodesurface with any of the disclosed configurations. Anode(s) 108 may thenbe integrated in cells 100A which may be part of lithium ion batteries,together with corresponding cathode(s) 87, electrolyte 85 and separator86, as well as other battery components (e.g., current collectors,electrolyte additives—see below, battery pouch, contacts, and so forth).

In certain embodiments, batteries 100A may be modified to comprisemechanical barriers configured to prevent full expansion of the anodematerial upon lithiation. For example, such mechanical barriers may beconfigured to enable 80% or less of the full expansion of the anodematerial upon lithiation. In certain embodiments, the anode material maycomprise composite anode material particles 110B (see, e.g., FIGS. 9A,9B) having shell structures which are smaller (provide a smallerexpansion volume) than a full expansion volume of cores of the compositeanode material particles. In certain embodiments, cathode(s) 87 ofmodified fast-charging lithium ion battery 100A may be designed to havea smaller capacity than anode(s) 108, as the cathodes are required toprovide a smaller amount of lithium ions when battery 100A operates onlywithin narrow operation range 105.

FIG. 9B is a high level schematic illustration of partial lithiation andmechanical barriers for lithiation of the anode material particles,according to some embodiments of the invention. Fast-charging lithiumion battery 100A may have e.g., Si, Ge, Sn and/or LTO-based anode activematerial and be designed to operate at 5 C at least and within operationrange 105 of 5% at most around working point 115 of between 60-80%lithiation of the anode active material. FIG. 9B illustratesschematically a small section 108A of anode 108 with composite particles110B, which are depicted in a noon-limiting manner as “yolk and shell”particles comprising anode material particles 110 as cores (“yolks”)internally attached to coating(s) 120 (“shells”) and having gap 140 forexpansion 101 due to lithiation during formation and charging.

In prior art use of lithium ion batteries, illustrated schematically bysmall section 108B, anode material particles 110 are being fullylithiated during formation and charging in operation (e.g., 100% SoC,95% or 99% SoC, certain voltage level or minimal voltage changeindication full lithiation etc. as various used indicators of fullcharging). Shells 120A are correspondingly configured (e.g., in aformation process step) to provide gap 140 sufficient to accommodate thefull expansion under lithiation of anode material particles 110.

In contrast, some embodiments may implement partial lithiation to obtainworking point 115 illustrated schematically by small section 108C. Forexample, a formation process may be applied to configure compositeparticles 110B to have partly lithiated anode material particles 110(e.g., with working point 115 being any of 20%, 40%, 60%, 80% orintermediate lithiation states, e.g., in terms of SoC). Operation ofbattery 100A may then be carried out only within operation range 105around working point 115, e.g., ±1% SoC (alternatively, as disclosedherein, ±2%, ±0.5%, ±5%, ±0.1%, ±10% or intermediate operation ranges105 as non-limiting examples). A remaining gap 140A may be configured toserve various purposes such as any of (i) enhancing ionic and/orelectronic conductivity to cores 110 by an appropriate filling material,(ii) maintaining contact of cores 110 with shells 120 (e.g., by elasticfilling material that is compressed during formation), (iii) supportingthe mechanical stability of anode 108 and/or the contact among compositeparticles 110B and so forth.

Alternatively or complementarily, some or all composite particles 110Bmay be configured with smaller gaps 140B to form mechanical barriers(structural limitations) on the possible expansion 101 of cores 110. Asillustrated schematically in section 108D, full lithiation of cores 110may yield an expansion volume 113 (e.g., typically up to 300% in Si asanode material); shells 120B may be configured (e.g., as in a givenstructure and/or in a formation step designed for this purpose) to besmaller than maximum-lithiation expansion volume 113 (e.g., any of 20%,40%, 60%, 80% thereof, or any intermediate value, in terms of volume).As illustrated schematically by small section 108E, composite particles110B may comprise anode material particles 110 in shells 120B which havea smaller volume than shells 120, prohibiting full lithiation of cores110. Accordingly, gaps 140B in non-lithiated state of cores 110 may besmaller than prior art gaps 140 designed to accommodate full lithiation.

Shells 120B may be configured according to working point 115 andoperation range 105, to accommodate just the maximal partial lithiationto which anode 108 and battery 100A are designed, as illustratedschematically by small section 108F.

It is emphasized that gaps 140, 140A, 140B may be implemented by anelastic or plastic filling material in shells 120 and/or implemented bythe flexibility of coating(s) 120 (coating 120 may be configured toextend as anode active material particles 110 expand, to provide roomfor expansion 101).

While contrary to prior art configuration, and counterintuitive in thesense that the potential capacity of the anode material is beingseverely limited already in the design of battery 100A, the inventorshave found out that for the supercapacitor emulation applicationsdisclosed herein, designs such as illustrated in section 108F withshells 120B smaller than maximum-lithiation expansion volume 113 ofanode material particles 110 are advantageous in the sense that theyenable more efficient use of space (by avoiding gaps 140A) and result inhigher volumetric capacity and higher instantaneous current inputs andoutputs which are important in supercapacitor emulating batteries 100Aand devices 100, as disclosed herein.

FIGS. 10A-10C are high level schematic illustrations relating to theselection of working point 115 and narrow operation range 105, accordingto some embodiments of the invention. FIGS. 10A, 10B illustrateschematically charging and discharging graphs, respectively and FIG. 10Cillustrates an example for an optimal working window for selectingworking point 115, and illustrates an example for considerations forselecting working point 115.

As illustrated schematically in FIGS. 10A-10C, around working point 115and narrow partial operation range 105 may be determined (230) atdifferent locations on either of charging and discharging curves (FIGS.10A and 10B, respectively) according to various considerations.Moreover, modified battery 100A may be re-configured with respect to thedetermined working point 115 and narrow partial operation range 105 toimprove the performance of device 100 even further. In such case,modified battery 100A may no longer be capable of exhibiting fullcharging and discharging ranges as the unmodified lithium ion battery,yet still may be operated within narrow range 105 of its potentialcapacity. For example, anode material particles 110 may be made of Siwhich expands by up to 300% upon lithiation, yet modified battery 100Amay be operated by control unit 106 only in narrow range 105 whichresults in a much narrower range of physical expansion upon lithiation,e.g., of 10% or 20%. As a result, modified battery 100A may be designedto provide less means for coping with expansion 101 of anode materialparticles 110 and as a consequence may be designed to have a largervolumetric capacity than a regular lithium ion battery configured tooperate over the full charging and discharging range.

FIG. 10C illustrates an example for an optimal working window forselecting working point 115, and non-limiting selection considerations,according to some embodiments of the invention. The graph illustrates,in a non-limited manner, and example for the normalized anode DC (directcurrent) resistance performance as function of the state of charge (SoC)and provides the optimal working range for modified battery 100A as theSoC range with low resistance, in which working point 115 and operationrange 105 may be selected (indicated schematically by sets of an ornatearrow indicating working point 115 and a double-headed arrow indicatingthe operation range 105).

FIG. 10C further illustrates schematically anode material particleshaving anode material cores 110 and coating 120 at two ends of theoptimal working window, namely at lower and higher lithiation states atthe left-hand and right-hand sides thereof (with Li⁻⁰¹ indicating thehigher lithiation state). Expansion 101 is indicated schematically, inan exaggerated manner, for narrow operation range 105 in each case. Inthe lower lithiation state (e.g., 20-30% lithiation) the volume changeof anode material particle 110 with respect to the size of anodematerial particle 110 (its relative expansion) is larger than the volumechange of anode material particle 110 with respect to the size of anodematerial particle 110 (its relative expansion) in the higher lithiationstate (e.g., 70-80% lithiation), because anode material particle 110themselves are larger due to the higher level of lithiation. This effectmay be significant in metalloid-based anode material such as Si, Ge, Snand/or LTO, which expand by 100-500% or more upon lithiation (e.g., Si400%, Ge 270% and Sn 330%). In certain embodiments, working point 115may be selected at a lithiated state of the anode material in which theanode material particles are expanded, so that the additional expansiondue to further charging is relatively small. In certain embodiments,anode material lithiation at working point 115 may be e.g., 50-80%, suchas at 50%, 60%, 70%, 80% lithiation or at similar values. The inventorshave found out that as modified battery 100A is operated only overoperation range 105, its design may be optimized for its specificoperation specifications.

In certain embodiments, anode modifications 260 may comprise enhancingionic and/or electronic transport kinetics and conductivity, e.g., byvarious elements disclosed in FIG. 9A such as ionic-conducting coatingsand conductive additives. In addition to the amount of active materialdiscussed above, also anode parameters such as thickness and porositymay be modified to increase the capacity and the conductivity (andthereby the C rate) and enhance the operation of modified battery 100Awithin operation range 105 around working point 115. In certainembodiments, cathode 87 and/or electrolyte 85 may also be modified toenhance operation of modified battery 100A within operation range 105around working point 115.

In certain embodiments, as operation range 105 is restricted withrespect to lithium ion batteries which are used over the whole operationrange, battery 100A may be configured to have smaller cathode(s) 87,e.g., thinner cathode(s) 87, cathode(s) 87 with a smaller area, etc.,having a smaller capacity than anode(s) 108. In certain embodiments,cathode(s) 87 may have a charge capacity which is smaller than thecharge capacity of anode(s) 108 by e.g., 10%, 20%, 30% or even 40%. Forexample, cathode(s) 87 may have a capacity of 90%, 80%, 70%, 60%,respectively, of the capacity of anode(s) 108. These differences may bewith respect to pristine cathodes and anodes, and/or with respect tocathodes and anodes in operation. It is noted that as some of thecathode lithium is absorbed in the SEI (solid electrolyte interphase)during the formation process, a required operational cathode-anode loadratio may be implemented as a larger cathode-anode load ratio of thepristine electrodes. As operation range 105 is set to be smaller, thecathode-anode load ratio may also be smaller, requiring smallercathodes.

Advantageously, disclosed fast-charging battery 100A and/or devices 100do not only emulate supercapacitors to provide comparable or betterperformance, but are also superior to equivalent supercapacitors inhaving lower self-discharge rates, higher working potentials, shortercharging times and higher energy densities than comparablesupercapacitors.

For example, fast-charging battery 100A typically provide an averageoutput voltage level above 3V (e.g., 3.35V averaged from 4.3V to 2V)while supercapacitors are typically specified at 2.7V output voltage oreven less, which moreover decays with self-discharge of thesupercapacitor. Fast-charging batteries 100A and/or devices 100therefore provide a wider usable voltage range that broadens theoperating margin for designers using them, with respect to usingequivalent supercapacitors.

Moreover, operating fast-charging batteries 100A and/or devices 100 maybe configured to provide a very stable output voltage which isbeneficial in many product designs. Not only that fast-chargingbatteries 100A provide most of their energy capacity at a stable voltagelevel (e.g., 3.35V), but they regulated operation within narrowoperation range 105 around working point 115 enhances the constancy ofthe output (and/or input) operation voltage significantly. The verystable output voltage delivered by disclosed fast-charging batteries100A and/or devices 100 stands in stark contrast to equivalentsupercapacitors which typically produce an output voltage that islinearly proportional to their charge (e.g., a supercapacitor fullycharged to 3.3V delivers 3.3V at 100% charge but only 1.65V at 50%charge, which is below the level required by many processors and otherdevices.

It is also noted that the low levels of self-discharge of fast-chargingbatteries 100A and/or devices 100 with respect to equivalentsupercapacitors is advantageous in avoiding the over-design of powersources in systems using supercapacitors, required to compensate forsupercapacitors' high losses. For example, in certain embodiments,fast-charging batteries 100A and/or devices 100 may be configured tooperate at a voltage level of at least 3V, and have a leakage currentsmaller than 0.1% of a respective maximal continuous current.

Aspects of the present invention are described above with reference toflowchart illustrations and/or portion diagrams of methods, apparatus(systems) and computer program products according to embodiments of theinvention. It will be understood that each portion of the flowchartillustrations and/or portion diagrams, and combinations of portions inthe flowchart illustrations and/or portion diagrams, can be implementedby computer program instructions. These computer program instructionsmay be provided to a processor of a general-purpose computer, specialpurpose computer, or other programmable data processing apparatus toproduce a machine, such that the instructions, which execute via theprocessor of the computer or other programmable data processingapparatus, create means for implementing the functions/acts specified inthe flowchart and/or portion diagram or portions thereof.

These computer program instructions may also be stored in a computerreadable medium that can direct a computer, other programmable dataprocessing apparatus, or other devices to function in a particularmanner, such that the instructions stored in the computer readablemedium produce an article of manufacture including instructions whichimplement the function/act specified in the flowchart and/or portiondiagram or portions thereof.

The computer program instructions may also be loaded onto a computer,other programmable data processing apparatus, or other devices to causea series of operational steps to be performed on the computer, otherprogrammable apparatus or other devices to produce a computerimplemented process such that the instructions which execute on thecomputer or other programmable apparatus provide processes forimplementing the functions/acts specified in the flowchart and/orportion diagram or portions thereof.

The aforementioned flowchart and diagrams illustrate the architecture,functionality, and operation of possible implementations of systems,methods and computer program products according to various embodimentsof the present invention. In this regard, each portion in the flowchartor portion diagrams may represent a module, segment, or portion of code,which comprises one or more executable instructions for implementing thespecified logical function(s). It should also be noted that, in somealternative implementations, the functions noted in the portion mayoccur out of the order noted in the figures. For example, two portionsshown in succession may, in fact, be executed substantiallyconcurrently, or the portions may sometimes be executed in the reverseorder, depending upon the functionality involved. It will also be notedthat each portion of the portion diagrams and/or flowchart illustration,and combinations of portions in the portion diagrams and/or flowchartillustration, can be implemented by special purpose hardware-basedsystems that perform the specified functions or acts, or combinations ofspecial purpose hardware and computer instructions.

In the above description, an embodiment is an example or implementationof the invention. The various appearances of “one embodiment”, “anembodiment”, “certain embodiments” or “some embodiments” do notnecessarily all refer to the same embodiments. Although various featuresof the invention may be described in the context of a single embodiment,the features may also be provided separately or in any suitablecombination. Conversely, although the invention may be described hereinin the context of separate embodiments for clarity, the invention mayalso be implemented in a single embodiment. Certain embodiments of theinvention may include features from different embodiments disclosedabove, and certain embodiments may incorporate elements from otherembodiments disclosed above. The disclosure of elements of the inventionin the context of a specific embodiment is not to be taken as limitingtheir use in the specific embodiment alone. Furthermore, it is to beunderstood that the invention can be carried out or practiced in variousways and that the invention can be implemented in certain embodimentsother than the ones outlined in the description above.

The invention is not limited to those diagrams or to the correspondingdescriptions. For example, flow need not move through each illustratedbox or state, or in exactly the same order as illustrated and described.Meanings of technical and scientific terms used herein are to becommonly understood as by one of ordinary skill in the art to which theinvention belongs, unless otherwise defined. While the invention hasbeen described with respect to a limited number of embodiments, theseshould not be construed as limitations on the scope of the invention,but rather as exemplifications of some of the preferred embodiments.Other possible variations, modifications, and applications are alsowithin the scope of the invention. Accordingly, the scope of theinvention should not be limited by what has thus far been described, butby the appended claims and their legal equivalents.

1. A single battery system comprising: a main fast-charging lithium ionmodule (FC module), configured to deliver power to an electric vehicle(EV), a FC module management system configured to manage power deliveryfrom the FC module, a supercapacitor-emulating fast-charging lithium ionmodule (SCeFC module), configured to receive power and to deliver powerto the EV and/or to the FC module, a SCeFC module management systemconfigured to manage power delivery to and from the SCeFC module, and acontrol unit configured to control the FC module management system andthe SCeFC module management system with respect to power delivery fromthe SCeFC module to the FC module and/or to the EV according tospecified criteria; wherein: both the FC and the SCeFC have anodes basedon the same anode active material, the SCeFC is configured to beoperable at a maximal charging rate of at least 5 C and within anoperation range of 5% at most around a working point of between 60-80%lithiation of the anode active material, and the SCeFC module managementsystem is configured to maintain a state of charge (SoC) of the SCeFCwithin the operation range around the working point.
 2. The singlebattery system of claim 1, wherein the control unit is furtherconfigured to minimize a depth of discharge (DoD) of the FC module. 3.The single battery system of claim 1, wherein the control unit isfurther configured to minimize a number of cycles of the FC moduleduring operation to increase a cycling lifetime thereof.
 4. The singlebattery system of claim 1, wherein the control unit is furtherconfigured to manage allocation of battery cells between the FC moduleand the SCeFC module.
 5. The single battery system of claim 4, whereinthe control unit is further configured to re-allocate battery cellsbetween the FC and the SCeFC according to operation parameters of thebattery cells.
 6. The single battery system of claim 1, wherein thecontrol unit is further configured to allocate at least a part of theSCeFC module to complement operation of the FC module when the FC moduleexperiences reduced capacity, wherein the allocation is carried out byincreasing the operation range of the SCeFC module.
 7. The singlebattery system of claim 1, wherein the anode active material is based onany of Si, Ge, Sn and/or LTO (lithium titanate).
 8. The single batterysystem of claim 1, wherein the anode active material is configured toenable operation of the SCeFC only around the working point and withinthe operation range.
 9. The single battery system of claim 8, whereincell anodes of the SCeFC module comprises mechanical barriers configuredto prevent full expansion of the anode material upon lithiation andwherein cell cathodes of the SCeFC module are configured to have acorrespondingly reduced capacity.
 10. The single battery system of claim1, wherein the SCeFC module is configured to operate at least at amaximal charging rate of 50 C.
 11. An EV power train comprising thesingle battery system of claim
 1. 12. A computer program productcomprising a non-transitory computer readable storage medium havingcomputer readable program embodied therewith, the computer readableprogram comprising: a first computer readable program configured tomanage power delivery from a main fast-charging lithium ion module (FCmodule) to an electric vehicle (EV), a second computer readable programconfigured to manage power delivery of a supercapacitor-emulatingfast-charging lithium ion module (SCeFC module), which is operable at amaximal charging rate of at least 5 C and within an operation range of5% at most around a working point of between 60-80% lithiation of theanode active material, to and from the EV and/or to the FC module, andfurther configured to maintain a state of charge (SoC) of the SCeFCmodule within the operation range around the working point, and a thirdcomputer readable program configured to control the first and secondcomputer readable programs with respect to power delivery from the SCeFCmodule to the FC module and/or to the EV according to specifiedcriteria.
 13. The computer program product of claim 12, wherein thespecified criteria comprise a minimization of a depth of discharge (DoD)of the FC module.
 14. The computer program product of claim 12, whereinthe specified criteria comprise a minimization of a number of cycles ofthe FC module during operation to increase a cycling lifetime thereof.15. The computer program product of claim 12, wherein the third computerreadable program is further configured to manage allocation of batterycells between the FC module and the SCeFC module and their correspondingfirst and second computer readable programs.
 16. The computer programproduct of claim 15, wherein the third computer readable program isfurther configured to re-allocate battery cells between the FC moduleand the SCeFC module and their corresponding first and second computerreadable programs according to operation parameters of the batterycells.
 17. The computer program product of claim 12, wherein the thirdcomputer readable program is further configured to allocate, throughtheir respective computer readable programs, at least a part of theSCeFC module to complement operation of the FC module when the FC moduleexperiences reduced capacity, wherein the allocation is carried out byincreasing the operation range of the SCeFC module by the secondcomputer readable program.
 18. An EV battery controlled by the computerprogram product of claim
 12. 19. A single battery system comprising: amain fast-charging lithium ion module (FC module), configured to deliverpower to and/or from an energy system, a FC module management systemconfigured to manage power delivery from the FC module, asupercapacitor-emulating fast-charging lithium ion module (SCeFCmodule), configured to receive power and to deliver power to the energysystem and/or to the FC module, a SCeFC module management systemconfigured to manage power delivery to and from the SCeFC module, and acontrol unit configured to control the FC module management system andthe SCeFC module management system with respect to power delivery fromthe SCeFC module to the FC module and/or to the energy system accordingto specified criteria; wherein: both the FC and the SCeFC have anodesbased on the same anode active material, the SCeFC is configured to beoperable at a maximal charging rate of at least 5 C and within anoperation range of 5% at most around a working point of between 60-80%lithiation of the anode active material, and the SCeFC module managementsystem is configured to maintain a state of charge (SoC) of the SCeFCwithin the operation range around the working point.
 20. The singlebattery system of claim 19, wherein the energy system comprises at leastone of: an electric vehicle, a photovoltaic system, a solar system, agrid-scale battery energy storage, a home energy storage and a powerwall.